Warbird Information Exchange

Hi all,

Out of interest ...

Whats the correct technique for an overhead break (buzz and break) when landing at an airfield ?

I have read different techniques ranging from 200 ft to 1,500 ft , some using no power after the break and others reducing power to a specified reduced power setting , all pulling 3g to 6g (depending on the aircraft) to get the aircraft back into the correct speed for flaps and gear.

Is it a circular manoeuvre or is there a downwind leg ?

I'm sure there are different techniques for F-16, F-18, P-51, T-6 etc and I'd be interested to hear about that.

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Aussie expat lost in Indonesia

Hi aseanaero!

Here is the very little I know using the T28B-C as an example.

If it is towered, floor and break direction and point is usually set by the tower. This means if the floor is 1000', and the pattern altitude is 1000', you aint going up to shed speed. No biggie, the B's and C's have a speed brake, very cool. No speed brake? Then slow down the old fashioned way. Sometimes you have to come down to pattern altitude. My mentor, Dan D, on "Floor at your discretion", usually set it at 400' agl for safety if I was flying.

Pull up
Throttle back to desired MP
Once unloaded begin turning to downwind
Once at flap/gear speed level off.

As usual in and around the pattern you're pretty busy, so I've never looked at the G's, but it isn't anything excessive The pattern is not squared. I wondered about it for awhile (I should have asked), and I figured that you're going so fast that by the time you've squared up you're halfway to the next county. Overhead to Downwind. And if you're first, Downwind to a shorter final.

I am a 172 guy. The T28 is very different (I know, Duh), especially in the pattern. One of the reasons it might look circular might be caused by the speed of the airplane. It's real easy to run up on a slower plane, so, sometimes you'll have to go wide, or go long, or both. You absolutely have to make all of your calls and be extra vigilant for someone turning inside you if you have to go long. You get out there pretty quick and it's pretty easy to not be seen in that case.

Be very prepared to go around, especially if the dude in front of you decides to roll out all the way to the end. On a towered airport with someone who isn't used to warbirds, you could find yourself in that position more often than you like. I never had that warm feel good feeling that low, that slow, and with everything hanging out in a T28. I'm not sure anyone does. One great thing is the speed brake. Thats not an excuse to not fly right, but it sure does make things easier.

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DEEP THOUGHTS BY KIDS:
"If we could just get everyone to close their eyes and visualize world peace for an hour, imagine how serene and quiet it would be until the looting started. Age 15 "


Deep Thoughts,
Jack Handy

The exact technique depends on the aircraft type as you have noted.
In the Mustang, and most prop fighters for that matter, the drag after the break will reduce you back to gear speed.
The approach from the break point on initial on through final is basically a modified circling approach keeping it in fairly close and carrying some manifold pressure to keep the plugs clean.
Most pilots flying prop fighters favor 360 overheads when available for this reason. It reduces plug fouling if flown correctly.
Airshow display overheads can get REAL fancy! I used one that was a tactical fan break off the deck using METO into a roll set and a 3 point hesitation roll to a knife edge transition into the downwind. Again, close in with power landing on the mains tail low.
Dudley Henriques

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Dudley Henriques
International Fighter Pilots Fellowship

That would have been nice to see

Thanks also for the reply O.P. , interesting. Handy to have speed brakes , thats something a lot of aircraft SHOULD have.

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Aussie expat lost in Indonesia

What's "correct" is what best meets whatever your objectives are, and best fits within the circumstances you're flying in.

If you've got a ton of speed to lose, break lower so you've got room to pull up.
If you're working with a FAA controller who goes by his civilian guidance which inexplicably has you break at 1500 feet, you've got a problem.
If you're working within a certain training regimen, follow the procedures of that training regimen.
If you're a formation, everybody needs to be on the same page as far as timing, power settings, G amount, etc. to stay at a predictable spacing.
If you're a formation, everybody but the lead must fly a level downwind leg so as to get to the same descent point.
If your plane is slow and draggy, keep the G's low otherwise you'll end up practically over the runway on downwind.
If you're a single ship doing it to look cool, do whatever looks cool.

This made me chuckle , thanks !

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Aussie expat lost in Indonesia

It is very much aircraft and airspace dependent.

In the mighty four fans of freedom, 200KIAS, 1500A, 45*, power to idle, config as you roll out on downwind, perch for a continuous turn to final.

Have done simultaneous fingertrip breaks - lead using 60* & #2 using 45* to achieve spacing.

Have come up initial at 150' and pulled to the break.

Lots of ways...

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Daddy always said, "If yer gonna be dumb, you gotta be tough" and I'm one tough sonofagun!

I'm guessing this is a C-130 , never heard it called that

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Aussie expat lost in Indonesia

Yes. And not just any C-130, but the MC-130H Combat Talon II - the Chariot of Armageddon!

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Daddy always said, "If yer gonna be dumb, you gotta be tough" and I'm one tough sonofagun!

You obviously LOVE your mission and aircraft , must have some fun moments on the flight deck when not 'on the job'. Hat's off to you Ernie

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Aussie expat lost in Indonesia

Good article in the Warbirds of America magazine this month on safety and overhead breaks.