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galaxy flyer
November 21, 2010, 17:38:00 GMT permalink Post: 6075957 |
Thanks for the very complete answer,
Brit312
. As I gather,
Mr Vortex
is a relative novice (from the profile, I'm making an assumption), an additional point. As supersonic flight was overwater, the loss of all engines above M1.2 pretty much precluded a airport landing except for initial acceleration and final deceleration. And, at that, initial acceleration would require a 180 degree turnaround, probably reducing the time above M1.2. Over sovereign land, you would, I presume, be going directly to the slower than M1.2 drill and the possibility of an airport landing.
GF Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Vortex |
galaxy flyer
November 21, 2010, 20:21:00 GMT permalink Post: 6076251 |
More than that,
ChristaanJ
, there are only stupid mistakes!
Mr Vortex . At your age, I was doing the same thing, asking all sorts of questions that required knowledge and understanding before my years and experience. Keep doing so, it is the only way to expand your mind. And you never know when that obscure fact will come in handy GF Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Vortex |
galaxy flyer
December 04, 2010, 16:38:00 GMT permalink Post: 6102191 |
Ah, hot streak ignition, also used by P&W on the J 57 and J75 afterburners. On the wing, during a form take-off at night, one could see the brief fireball, if the burner didn't light off. A second attempt would usually work, but took a moment to "reload" the ignition source. Seemed terribly crude to me. F-100 takeoffs were fairly leisurely affairs, anyway.
The other night, crossing to England, the temps at FL 430 were very cold, on the order of ISA-12. I was thinking of this thread, wondering if those temp devs would hold into the upper levels and, if so, perfect conditions for a Concorde crossing. GF Subjects: None |
galaxy flyer
December 11, 2010, 00:49:00 GMT permalink Post: 6115224 |
What was the ICAO code for the Concorde? What was on the license?
GF Subjects: None |
galaxy flyer
December 20, 2010, 00:29:00 GMT permalink Post: 6132401 |
Good question,
Brian
. Reminds of the A-10 joke when I flew it--remove the throttles and install switches marked, OFF, IDLE and FLY. Idle was more than sufficient to taxi, line up and select FLY because it was so underpowered, full throttle was pretty much the only power used except in cold wx.
GF Subjects: None |
galaxy flyer
December 31, 2010, 21:05:00 GMT permalink Post: 6152607 |
Would that be The Bell Inn in Stilton? Wonderful memories when downroute at RAF Alconbury.
GF Subjects: None |
galaxy flyer
January 29, 2011, 18:57:00 GMT permalink Post: 6211427 |
Just visited
F-BVFA
at the Udvar-Hazy Museum near Dulles airport. In nice condition, indoors but sadly, no interior viewing. The Conc at Boeing's Museum in Seattle allows interior tour, but sadly again, didn't look in very good shape.
GF Subjects (links are to this post in the relevant subject page so that this post can be seen in context): F-BVFA |
galaxy flyer
June 23, 2011, 22:04:00 GMT permalink Post: 6532541 |
Noise, high rates of fuel consumption, mostly.
GF Subjects: None |
galaxy flyer
July 31, 2011, 04:54:00 GMT permalink Post: 6608692 |
Watch out--
SSG V 1.0 thru 9.0, the fickle finger
is now over here telling us how stupid everyone in aviation is, himself excluded, of course. Apparently, single-pilot Citation drivers (Slow-tation) are thoroughly knowledgeable in Concorde operations.
GF Subjects: None |