Je me permet de recopier ici un message de Dustoff17 (source forum VRS) qui présente phase par phase la procédure pour un atterrissage au break (ou pas).
Comme j'ai trouvé ca très interessant je vous en fait profiter mais par contre je n'est vraiment pas le temps de traduire
Désolé pour les non anglophones 
Finally home and able to post what I promised earlier.
This is a slightly modified version of what a real RAAF fast jet pilot from my vSQN wrote about flying the 'Initial and Pitch' ('Overhead Break' in the US) manoeuvre. I've modified it to explain how to fly a circuit from takeoff to touch'n'go in the F/A-18, as well as perform the 'Initial and Pitch'. From a normal takeoff you should arrive on downwind exactly the same as if you had just completed the pitch so from downwind to landing (or T&G) it's all the same. Let me know if my post confuses you at all though. I've put the section on the Initial and Pitch in red text to highlight the fact that it is not next in the sequence after turning crosswind - it just fits into the text best this way.
Takeoff
For a single ship departure, line up on the runway centreline and complete your before takeoff checks. At a high TO weight using a full AB takeoff run the engines up to MIL first and check the EFD for proper engine response and release the toe brake. Select MAX power and confirm the NOZ% responds accordingly. At low TO weight you can always elect to just use MIL power but the decision whether to use MIL or MAX depends on other considerations like TO distance available, prevailing winds, temp, etc as well as just ACFT weight. To keep this short I'd recommend refering to either the VRS manual or NATOPS NFM-000 for full takeoff techniques (NATOPS has info on crosswind and asymmetric TO, which is interesting to read). An Aussie SOP with the hornets, might be universal too but generall after getting airborne and cleaning up the aircraft (gear + flap up) reduce power to MIL at 230KIAS if MAX was used for TO. The initial climbout attitude is in the ballpark of putting the Velocity Vector (VV) on or just below the 5 degree pitch ladder on the HUD. For a normal departure you would pitch the nose up for normal climb out upon reaching 350KIAS. For circuits however, I generally pitch to maintain around 230KIAS initially.
Crosswind
Make your turn to crosswind when passing 500ft AGL. Generally a ~45 degree climbing turn to level off at 1500ft AGL on the downwind heading. You can see from the document you liked the direction of circuit they use at Amberley. At Williamtown the circuits are left hand off RWY30 and right hand off RWY12. You can find the circuit and local procedures from the Enroute Supplement Australia or ERSA (http://www.airservicesaustralia.com/aip/aip.asp?pg=10) A general rule of thumb is that the direction of the circuit is opposite side of the runway to where the tower is located. Not always the case though.
NB: Although labelled 'crosswind' - fast jet circuits are not like the civil circuit in terms of the 5 legs of a normal circuit. When flying a fast jet you effectively remove the crosswind and base leg of the circuit and instead just fly a continuous turn from upwind to downwind, and from downwind to final.
Initial and Pitch
The 'Initial' is flown at 1500ft, 350KIAS. Generally you set up on the initial as if you were flying a straight in approach to the active runway, however aim to overfly the tower which will put you just to one side of the runway (The opposite side of the runway to which you will make your 'Pitch' turn. 'Pitch' (or Break turn as it is known in the US) abeam the upwind threshold at about 3g, level, with idle selected and use speedbrake as necessary until on downwind. As you slow, maintaining 3g will become impossible, so your angle of bank will have to be decreased to maintain level. Aim to roll out about 4500 feet (1.3NM) displaced from the runway.
Downwind
When you roll out on downwind, your speed should still be coming back, power still idle and speedbrake still out if used on the pitch. Once speed is positively below 240KIAS speedbrake in, gear down, flap full. Maintain level, and continue to decelerate until you reach on speed then power up to catch the speed there. Maintain that speed until the base turn point. your downwind spacing should be about 4500 feet - I suggest finding a ground feature about this spacing distance to track over. You can also use a reference off the aircraft. If you put the wingtip pylon just over the runway when flying your downwind heading that should result in approx 4500ft. Double check though as I don't want to give you a bum steer.
Base
Commence the base turn (Which is really just one continuous turn to final) when the trailing edge of the wing clears the approach threshold (When the runway is at about the 4:30 clock position to the aircraft). Roll to approx 40 degrees angle of bank, and lower the velocity vector to 8 degrees nose down. Initially you need to reduce power to stop the acceleration, then increase power as the aircraft catches the 'on speed' angle of attack (doughnut). Throughout base, adjust your angle of bank to roll out on the extended centerline. now comes the tricky part....
As you fly around base, scan between the HUD and the runway. When the threshold of the runway appears level with your 5 degree down pitch ladder on the HUD, raise the VV to 5 degrees nose down. Normally this will happen about half to two thirds round the turn. You should now be flying down at a 5 degree angle to the runway on finals.
Finals
As you roll on to finals, a large power reduction will be required to again catch the AOA, then power as required to fly 'on speed' down finals. You should still have the VV on the threshold at 5 degrees nose down, until the 500ft markers (the first small white strips after the numbers either side of center) are under the three degree down wire in your HUD. At this point, smoothly raise the VV to aim for the 3 degree ladder mark on the HUD, with the 500 foot markers underneath this point. You should now have the VV at three nose down, with the 500ft markers underneath the VV, and be on speed. Maintain this until touchdown, with a small power increase to flare at about 30 feet, however this isn't required. Don't raise the nose to flare, you'll float/baloon every time.
For a full stop LDG you let the nose settle and apply speed brakes. Aft stick can be added gradually to help aerodynamic braking but be careful not to rotate the nose off the ground. Below 100KIAS manual braking can then be applied. Again, for more detail on landing I definitely recommend reading the NATOPS NFM-000 for that and info on crosswind landings.
And that's that.
Thanks must to go 'Mez' - if you are on these forums, thankyou for your great explanation of the technique and I hope you don't mind me modifying your words slightly to make sense in this context.
Cheers
