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An important thing to remember also is that the jets will hold their speed in tight turns allot better than any of the piston engined fighters.
Hi Flyboyj,
>in a jet you don't have scoops and cooling ducts, let alone that prop that although is producing thrust is also producing induced drag.
The dominating factors are the induced drag of the wing, and the higher equivalent power of the piston engine at low speeds.
A 8 kN jet provides 600 kW equivalent power at 75 m/s. A 1500 kW piston engine at 80% propeller efficiency provides 1200 kW.
However, at 200 m/s, the 8 kN jet provides 1600 kW equivalent power while the 1500 kW piston engine at reduced efficiency - say 75% - produces only 1125 kW.
That's the reason jets are better at high speeds, and propellers are better at low speeds.
For the generic example aircraft, the break-even between total thrust and total drag in a sustained turn occurs at about 580 km/h. Above that speed, the jet can turn at a higher rate than the propeller fighter, below that speed, the propeller fighter can turn at a higher rate than the jet.
Regards,
Henning (HoHun)
If we plan it right we could do and L-29 and 39! 8)Remind me to come fly with you next I'm in the states FLYBOYJ! I've always wanted fly one of those L-39's
In the 29 it's about $2000 for about a 45 minute ride. That guy is in California. The 39 is a little more. I do work for a guy with an L-39 here in Colorado and he does unusual attitude and spin recovery training for new jet owners. I don't know what he charges but I'm guessing its got to be abut $4000 for a "lesson."Now that would be cool!
What kind of money do you guys take for a ride ?
An important thing to remember also is that the jets will hold their speed in tight turns allot better than any of the piston engined fighters.
(or below 450 km/hr (280 mph)) and therefore, the advantage of the jet will quickly evaporate and the propeller plane will be able to out turn the jet. A turning dogfight could easily turn into a death knell for the jet fighter as he would lose advantage in turning ability and in acceleration. At slower and slower speeds he would not be able to out turn nor out accelerate the propeller fighter and could maybe escape by diving, but he would have to endure a period while the propeller fighter had acceleration advantage before he was safe. I am sure no German jet fighter pilot decided to duke it out with a Mustang, Thunderbolt or Spitfire and probably had orders to avoid them and use their speed to attack the bombers and run, which would have been wise.For the generic example aircraft, the break-even between total thrust and total drag in a sustained turn occurs at about 580 km/h. Above that speed, the jet can turn at a higher rate than the propeller fighter, below that speed, the propeller fighter can turn at a higher rate than the jet.
OK -
I could tell you that the jets I've flown are slow in building up airspeed at lower airspeeds (confirming what you say). At about 200 knots they seem be able to start to accelerate quicker as well as build up and retain airspeed. On the reverse end they don't want to slow down easily. On landings you're watching airspeed and anticipating that slow spool up should you have to go around and if you allowed too much airspeed to diminish. I'm talking T-33s, L-29s and L-39s.
As this was pointed out to me - the back end of the power curve.
The Jet Provost seems a little better on spool up.
In essence when flying recips and then jets, the jets "feel slicker," especially at higher speeds.