request for fighter pilot statistic

Flown properly, however, with little or no aileron input any time there was
back-stick, the airplane was very competitive.

Almost sounds as if you'd lead the turn with the rudder in a high alpha
maneuver? Otherwise at low AOA the turn would be coordinated normally?

BTW what was the landing speed of the F104? (Walt?) F105? (Ed?)

wrote:
Flown properly, however, with little or no aileron input any time there was
back-stick, the airplane was very competitive.

Almost sounds as if you'd lead the turn with the rudder in a high alpha
maneuver? Otherwise at low AOA the turn would be coordinated normally?

BTW what was the landing speed of the F104? (Walt?) F105? (Ed?)

Actually, with any significant back-pressure you simply ruddered the
airplane and studiously avoided ANY aileron input. (Nervous WSOs and
prudent IPs often bracketed the stick on the left and right with hands
or knees to prevent a foolish newbie from cranking a lot of aileron in
during high AOA maneuvering.)

Swept wing aircraft will rudder roll quite nicely--and with more AOA,
the roll gets better and better.

Basic weight final approach for an F-105D model was 180 knots. And,
that was increased by 5 knots for every 1000 pounds above basic weight.
Typical landing fuel was usually 2000 pounds (that's 1000 above basic)
plus about 3000 pounds of various tanks, suspension gear, ECM pods and
you get a routine final approach of 200 KIAS.

Ed Rasimus wrote:
Basic weight final approach for an F-105D model was 180 knots. And,
that was increased by 5 knots for every 1000 pounds above basic weight.
Typical landing fuel was usually 2000 pounds (that's 1000 above basic)
plus about 3000 pounds of various tanks, suspension gear, ECM pods and
you get a routine final approach of 200 KIAS.


200 knots on approach? The only time I'd approach the ground at 200 knots would
be shortly after my wings came off.

200 knots... that's got to be an eye opener.




--
Mortimer Schnerd, RN

VE