Je me permets de vous proposer la lecture de ce fil sur pprune.org :
https://www.pprune.org/military-aviatio ... eed-2.html
Il y a des petites pépites.
John,
At high altitude, similar to a Vigilant, about an hour to 251 knots! Only kidding!
On the deck, say 1000' amsl, acceleration in full reheat from 250 kts to Vne of 750kts would take less than 30 secs. The aircraft would still be accelerating and would not brick wall until approaching 900 kts. The acceleration is impressive but when the burners are pulled out the decelleration is even fiercer.
At high altitude the jet accelerates relatively slowly from 250kts indicated until the intake ramps start to work at about 1.2 mach but then, if clean, will accelerate nicely until the fuel runs out or mach 2+ is reached.
The crews main consideration in these circumstances, beyond getting the shot, is how fast the fuel disappears over the side.
Hope that helps,
Ghost
Managed M1.8 at 6,000' in a Tornado F3 some 10 years ago. Sure somebody will top this? But it made the old Mighty Fin sing like a tuning fork. Incidently it was 1375Kts ground-speed on the TV Tabs.
Didn't select IAS in the HUD, beauty of older technology is that you can select the display of IAS or Mach but not both (I wasn't busting the Mach Limit!)
All ended in tears when the left reheat blew out and both DECU's lost control for a while. Deceleration was probably more impressive then the acceleration, especially for the nav who smacked his helmet on the TV Tabs and stayed stuck there whilst calling me a ****.
Wouldn't do it nowadays as too many people have tested the burning qualities of titanium.
F15 will out accelerate F3 to 550kts (just) but then it kind of stops.
Different story in dry power only - F3 is quick but no prizes for fuel efficiency.
11yrs on the Lincolnshire Land Shark and these are my best scores:
870kts IAS @ LL (with missiles!).
M2.1 @ 43,000 and very short of fuel (even more so when the re-heat purged passing the gate!).
Chased down B1-B in Denmark (O'sea) and also F-111s in Alaska.
Never got to try it against a Fencer as he ran away at 60 miles!
LJ
Orac,
You are right about a lot of the stats but it depends how clean and new the jet really is.
Late 80s had to pick up a totally clean jet (No Laus or anything) from Coningsby for delivery to Leeming. Managed to get just over 2.15 before the talking fuel gauge started bleating about the fuel. Walked into the crewroom proud as punch, told the QFI and he reminded me that 2.2 was the BAe brochure limit and the old release to service thing was 2.0M. He then invited me to hang my spurs up..
Mid 90s flew the detuned blighters with aqui rounds on and couldn't get past 1.5 with a lead weight attached. How times had changed
Mate of mine flew an F-15E small donk without conformals and totally clean on a flight back from maintenance in Ga. (The clean jet with 229s is still strapped to the pad at the Cape) They got to just over 2.3 and it was pulling like mad (Limit 2.5) before the pesky stab decided to give up the ghost.
Ghost
Ça donne des idées de la possibilité ou non de la photo !
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