Updated: 2024-07-30 --- >[!note] > vCSG3 utilizes the Carrier Overhead Break at airfields when ever possible. # Overhead Break Pattern The overhead break begins at the initial point, which is located 3NM downwind of the field, within 500ft laterally right of the runway at 350 knots indicated and 800 ft AGL Aircraft proceed along the upwind, and can be authorized to break as early as the runway threshold, but typically mid to ¾ field. The break turn is executed at idle with speed brakes and is a level turn performed with 1G per 100 kts of airspeed. Beginning at approximately ~3.5 Gs and ending at approximately 1.5 Gs. During the break turn the gear and flaps are extended and the aircraft placed in landing configuration. The aircraft arrives at the beginning of the downwind slowing to on speed AoA (~140 kts) and immediately begins descending to 600 ft AGL. The downwind is directly reciprocal of runway heading and 1.2-1.5 NM laterally from the center of the runway. The Abeam point is located directly abeam of the intended point of landing at 600 ft AGL. Unlike the CASE I pattern, in the field pattern, turns do not begin immediately at the abeam. Aircraft continue downwind for ~.75 NM or ~20 seconds to reach the “180” where they begin their turn and set a descent rate of 200-300 fpm. Directly perpendicular to the field is the “90” which is 450 ft AGL, the descent rate should be increased to 500 fpm approaching the “90”. Aircraft should intercept a .75 NM final at about 300 ft AGL and set a ~500-600 fpm rate of descent to maintain a ~3-3.5 degree glideslope. Expected time in the final should be ~15-20 seconds, slightly longer than the case I pattern. Touch-and-gos or wave-offs are executed by advancing to mil power (or Max as required) and climbing in line with the runway to 600 ft AGL, gear and flaps remain down. Tower must verify that the aircraft going around is “#1 with Interval” before authorizing the turn to the downwind. An aircraft is “#1” if there are no other aircraft in front of it in the upwind An aircraft is “with Interval” if all aircraft in the break and downwind are abeam or behind the aircraft and have completed at least 90 degrees of turn. ![[Pasted image 20230811195305.png|400]] # TACAN Approach to the Overhead Break (TACAN W) (CASE II) The TACAN W approach is similar to the CASE II carrier procedure or a real world holding in lieu of (HILO) TACAN circling approach or approach to tower pattern. The TACAN W begins at the Initial Approach Fix (IAF). The IAF is a floating point defined by aircraft altitude. The IAF is located at a DME equal to 15 plus the assigned holding altitude in thousands of feet AGL. For the TACAN W, Aircraft must be assigned a specific altitude and DME for the IAF. The IAF is along the “holding radial” which is the reciprocal of “Final Bearing” which is the runways magnetic heading. The holding at the IAF is a left hand pattern with 2 minute (half standard rate) turns, and 1 minute legs, one normal lap in this pattern takes 6 minutes. After being cleared for the approach, aircraft begin a descent along final bearing starting from the IAF with a descent rate of 4000 fpm and speed of 250kts. “Platform” is defined as 5000 ft AGL. Upon reaching platform, aircraft slow their rate of descent to 2000 fpm and continue down to 1200 ft AGL. Aircraft shall call "Field in sight" when able to see the field / runway. Aircraft are established on initial once they are within 10 DME and at 1200 ft AGL and on final bearing. Aircraft will now accelerate to 350 KIAS. Aircraft continue at 1200 ft AGL until reaching 6 DME, then begin a descent to 800 ft AGL, reaching it no later than 3 DME, which is the final approach fix (FAF). The FAF is co-located with the initial point of the overhead break pattern. ![[TACAN W.png|400]] # TACAN Straight In Approach (TACAN Z) (CASE III) The TACAN Z approach is similar to the CASE III carrier procedure or a real world holding in lieu of (HILO) TACAN approach. The TACAN Z is identical to the TACAN W up until 10 DME. The IAF, holding, platform, and the descent from the IAF are all the same. Upon reaching 1200 ft AGL and 8 DME aircraft take landing configuration and slow to final approach speed, completing landing checks no later than 6 DME. Aircraft maintain 1200ft until 3 DME, which is the final approach fix. If ICLS, aircraft intercept glideslope with a decision altitude (DA) of 200 ft AGL. TACAN or radar controlled aircraft (ASR) instead initiate a 800-1000 fpm descent down to a minimum descent altitude (MDA) of 400 ft AGL. If the field is not sighted upon reaching the DA for ICLS or by 1 DME for TACAN/ASR, execute a missed approach climb to 1200 ft AGL along final bearing. ![[TACAN Z.png|400]] # Vectors to Initial/Final (Radar Pattern) The radar pattern is a box pattern, it can be either right or left of the field. A right hand pattern is preferred when the overhead break is in use, a left hand pattern is preferred when straight in approaches are in use. Aircraft can be vectored into the radar pattern at any point, and the pattern can change shape or length to allow the controller to sequence aircraft. The radar downwind is usually located 2-5 NM laterally from the field and reciprocal final bearing. Radar base is 90 degrees from final bearing. Dog leg is an intercept course for final bearing with a 30 degree or less intercept angle. The Radar pattern is at a higher altitude than the visual pattern, usually 1200 ft AGL or higher, aircraft should be instructed to climb before turning crosswind, and given clearance for the approach on dogleg. ![[Pasted image 20230811195325.png|300]]