11-03-2012, 05:05 AM | #11 |
Join Date: Oct 2004
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Re: [3e] F-111
But Advanced XH frames are seriously expensive and result in really high aMR.
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11-03-2012, 05:08 AM | #12 |
Join Date: Oct 2004
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Re: [3e] F-111
I suspect that what VE2 calls access space may well be for example air intakes. The question in VE2 terms is not what we call it, but whether an engine in a body takes up significantly more space than an engine in a pod. At least based on some drawings I have seen this may be the case.
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11-03-2012, 07:23 AM | #13 | ||
World Traveler in Training
Join Date: Apr 2005
Location: Chicago, IL
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Re: [3e] F-111
Quote:
Although I still like the argument that there is no, or very little, access space for aircraft if the engine has to come out to work on it. Quote:
Since aMR is based on Wing HP and LWgt, and Wing HP is based on Wing Area, we can look up Area and Weight. If we take Extra Heavy Frame for jets as canon, there is little room to juggle aMR.
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"People demand freedom of speech as a compensation for the freedom of thought which they seldom use." -- Kierkegaard http://aerodrome.hamish.tripod.com Last edited by Phaelen Bleux; 11-03-2012 at 07:27 AM. |
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11-03-2012, 09:55 AM | #14 |
Join Date: Oct 2004
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Re: [3e] F-111
"Access" space I agree. But air intakes and the tunnels (?) between them and the engines may take space too, and maybe VE2 simply uses what it calls access space to account for them. Look at where the air intakes of the F-111 are. The F-111 has a length of 22.4 m. The TF-30 has a length of 6.139 m.
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11-03-2012, 09:58 AM | #15 | |
Join Date: Oct 2004
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Re: [3e] F-111
Quote:
2. I prefer to keep some difference WRT maneuverability between planes like F-111, F-14, Tornado or Lightning and planes like F-15 or F-16. |
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11-03-2012, 11:50 AM | #16 | ||
World Traveler in Training
Join Date: Apr 2005
Location: Chicago, IL
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Re: [3e] F-111
Quote:
Quote:
And I concede that Access Space (if only to go specifically with the RAW) is required in the design.
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"People demand freedom of speech as a compensation for the freedom of thought which they seldom use." -- Kierkegaard http://aerodrome.hamish.tripod.com |
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11-03-2012, 12:18 PM | #17 | |
Join Date: Aug 2007
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Re: [3e] F-111
Quote:
aAccel can be found from "thrust-to-weigh ratio" or computed from takeoff weight (sometimes distinguished as light/air-to-air and heavy) and thrust. An F-16's thrust-to-weight of 1 to 1 translates to an aAccel of 20mph/second.
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Fred Brackin |
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11-03-2012, 12:59 PM | #18 |
World Traveler in Training
Join Date: Apr 2005
Location: Chicago, IL
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Re: [3e] F-111
Ta-da! When I have more time to surf, it would be interesting to look up that spec for a number of jets.
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11-03-2012, 06:58 PM | #19 |
Join Date: Aug 2004
Location: Elk Grove, CA
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Re: [3e] F-111
Remember, though, that while planes may be able to take 9G's, the real limiter is the *pilot's* ability to take the G's. It's a rare flight when the G-meter gets pegged out and the pilot retiurns to base safely, in that aircraft.
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11-03-2012, 09:31 PM | #20 |
Doctor of GURPS Ballistics
Join Date: Sep 2004
Location: Lakeville, MN
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Re: [3e] F-111
FYI I watched a training film at the Naval Air Warfare Center, Warminster of an F-16 instructor pulling over 10g (I think it maxed at 10.5) to avoid slamming into the ground after the trainee suffered GLOC on a break turn.
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