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I never got to do that. Got plenty of practice taping the instrumentation umbilical to the wing, fuselage, and emergency exit while the engine run guys (top of the shop pecking order) stood around and kibitzed. As a mechanic with a pilot's license, I was an alien Intruder in their hard core blue collar culture, and never got to do any of the "good stuff". I did get plenty of practice at tires, brakes, lav dumps, daily walk arounds, outdoor lamp replacements, and towing with an open tug in wintertime.. I go on engine runs on turboprops on a nightly basis tho.
As gliders go, it was a "heavy jet". If you're going to 70,000 feet and flying at jet speeds, you're probably going to want a different airfoil than what a Schweitzer 2-32 uses.The U-2's stall speed being 94 knots sounds very suspicious: I'd figured they'd be a bit lower.
Yeah, but I've seen footage of it landing on a carrier (there was a proposal of using a U-2 off a carrier deck -- as completely nuts as that sounds) deck. It appeared to be moving greatly slower than an F-14.As gliders go, it was a "heavy jet". If you're going to 70,000 feet and flying at jet speeds, you're probably going to want a different airfoil than what a Schweitzer 2-32 uses.
I might suggest your qualifications for making eyeball estimates of approach speeds might be a little thin? It takes an LSO thousands of hours of training and flying to do that. There are too many variables of wind, viewing angle, optical illusions, etc when viewing onboard, not to mention the additional distortions of lenses and resolution, and time lapse that video can introduce, to put much faith in that.Usually landing speed is 1.15 - 1.3 times the stall-speed for a carrier approach, and if 135 is the approach speed for an F-14, then you'd 103.8 - 117.4 knots.
Sure, I could concede being wrong. That said, I have some video clips I figure you might like to watchI might suggest your qualifications for making eyeball estimates of approach speeds might be a little thin? It takes an LSO thousands of hours of training and flying to do that.
I haven't seen an ATR or a Dash in years.
I was under the impression you'd generally operate around 25 knots for most purposes. This might not be "most" purposes however...You're not looking at that U2 from a stationary point, you're on a carrier going maybe 30 knots or more.
I have no idea as to that one. I'm not sure if there's even a generalized estimate for such matters...And also into the wind,. Of how many knots ?
Hey, they're descendants of the Caribou, Buffalo, Twotter, and Dash 7, what do you expect ? Runs in the family. Hereditary bushwhackers. When our airline decided to replace their Fokker27s, they got sales teams to demonstrate SF340s, Dash 8s, HS748s, ATR42s, and even refurbished YS11s. Our pilots got to fly them, and our mechs got to do dailies on them. DHC was savvy. They brought along the Director of Maintenance, a shift supervisor, and the head flight attendant from one of our sister Piedmont Commuters who'd been operating it for awhile, in one of their planes in Piedmont colors. It made a great hit with all our people, and DHC was very generous with their time and fuel. Even I, as a lowly mechanic, got a little right seat time after I showed the demo pilot my ATP. Our recommendation to management, Flight, Cabin, and Maintenance, was unanimous - get the Dash! The CEO decided otherwise, saying: "The SAAB is cheaper, and besides, it LOOKS like an airliner, not an overgrown Piper Cub!". The SAABs were still having teething problems, and were a factor in our eventual bankruptcy.The Dashes are hardier, more versatile, can land on smaller strips and are cheaper to maintain
I was under the impression you'd generally operate around 25 knots for most purposes. This might not be "most" purposes, however...
Well here's a generalized estimate for you. It used to be considered that 35-40 knots wind over the deck was minimum for flight ops, in whatever combination of wind speed and ship speed it took to get there. Today's carriers top out in the low 30s hull speed, (officially anyway) so flight ops in a dead calm might be a shaky proposition. Dead calms aren't all that common at sea, so not usually a problem.I have no idea as to that one. I'm not sure if there's even a generalized estimate for such matters...
Huh? How did you get from 35-40 to 90 knots? Or are you talking aircraft approach speed relative to the deck? A typical fighter approach AIRspeed at lighter weights of 130 knots into 35-40 knots WOD would give you 90-95 knots deck impact speed. Correct.I never knew they'd operate with that much WOD. That said, you could see 90 knots during some of those approaches.
The U-2 approach.Huh? How did you get from 35-40 to 90 knots? Or are you talking aircraft approach speed relative to the deck? A typical fighter approach AIRspeed at lighter weights of 130 knots into 35-40 knots WOD would give you 90-95 knots deck impact speed. Correct.
With a stalling speed of 94 knots, I don't think so.The U-2 approach.
You said the normal WOD was around 35-40 knots over the deck, Tyrodtom said the U-2 could be crossing the deck at around 50 knots. So I figured that would be 85-90 knots for the U-2 approach.
You did it again! If you're going to quote someone, at least quote them accurately. I said 35-40 knots WOD was a practical MINIMUM, not a "normal" operation. The example I gave of a 130 knot fighter is a bare minimum for a plane at its lightest possible landing weight, which is the only scenario that would work with only 35-40 knots WOD. Heavier or faster will require more.You said the normal WOD was around 35-40 knots over the deck
I was simply curious if the 94 knot figures was correct. So I was basing it on the footage. Which is why I wanted to know the WOD.With a stalling speed of 94 knots, I don't think so.
Of course he can! He's got X-ray vision, powered by Kryptonite.You really think you can judge the velocity of a aircraft just by looking at a video ?