360 Overheads & Closed Traffic

[T-Bird]

Hi

I'm an old T-Bird driver, a really old T-Bird bird driver. I'm also probably something of an odd ball. One of my most enjoyable facits of military flying was pattern proficiency practice, day and night. The T-Bird was especially enjoyable. The speed brake configuration practically steered you around the turn to downwind and dropping the flaps and turning final was like an amusement park ride. Closed Traffics were fun too. Enough of my reminicences.

Do you have any data for 360 and closed traffic procedures for the A-10, T-38/F-5 and the F-16 ? That is, IAS and Altitude AGL on initial, Throttle reduction/Speed Brake application sequence in pitch. Optimal speed on roll out on downwind. Flap deployment and final approach config. on roll out, wings level alt. AGL, distance from touchdown and IAS. Also similar info for closed traffic.

Thanks for your help.

Tom Laker
tlaker@ecr.net

[Haole]

Here are my numbers for my base Field Elevation of 255'....
I come up intitial at 1500' MSL 300 Knots. When I get over the approach end numbers I go idle and and enter a 180 degree turn to downwind still at 1500' and slowing. As I roll out on downwind I check airspeed below 300 and put my gear down and speedbrakes out. I slow to 200 Knots and maintain that until I ready to roll off the "perch". I roll off the perch when the touchdown zone is 45 degrees (or close to it) off to my side (about 7 Oclock position for a left downwind pattern). Then it is just power as required thru touchdown. Easier done than said! But those are the numbers I use. By the way...on a calm wind day I fly downwind with my missile rail on the runway. That gives me the right spacing.
Hope this helps!
Haole

[alohacessna]

In the T-38C you fly up initial at 300Kias using around around 89-91%power, and break between the approach end and 3,00 feet depending on winds. Usually we use about 1 to 1 1/2 mile spacing on downwind (wind dependent and dependent on what flap setting you are using on final) and around 80-85% power in the break. Calculate landing speeds and get below 240 to lower the gear and flaps then perch to roll out on a 3/4 to one mile final.Usually use around 90% on final untill you pull your power for the flare.
Closed pull ups need 240 knots to begin and you must maintain at least 200 knots during the pull up. Then all the same from there on to make a normal landing. We also seldom use our speed brake in the pattern unilke back in the tweet.

[WILLIO]

Haole... Do you really come in at 300 knots (cough, cough)? It always looks awesome when you give the weapons dudes a little show down at the end of the rwy. I would really look forward to that coming back. :bounce:
What are your numbers when you do that turn around? I bet they have had a few windshields replaced? None of them can probably hear ... AB almost directly over their head like that.

[Haole]

Haole... Do you really come in at 300 knots (cough, cough)? It always looks awesome when you give the weapons dudes a little show down at the end of the rwy. I would really look forward to that coming back. :bounce:
What are your numbers when you do that turn around? I bet they have had a few windshields replaced? None of them can probably hear ... AB almost directly over their head like that.
Tac-Initial is flown at 350K but regular initial is 300K. At the end of the runway prior to a closed pull we are between 300-350 but there is no afterburner being used. Not unless there is a safety of flight issue that requires use of AB. Weapons guys do get quite a show though!

[Lance]

I can talk of experience of shows like that...I just say one thing: F-4F Phantom II slick

[highflying]

The 38 numbers are accurate.