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#1
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![]() "Tarver Engineering" wrote There is no problem with my accuracy. JT, the question we seem to be having revolves around your words "normal operating speed". No one doubts the F-106 at 2+Mach top speed. Exact cites vary slightly. But that speed as "normal"? YGBSM Pete |
#2
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![]() "Pete" wrote in message ... "Tarver Engineering" wrote There is no problem with my accuracy. JT, the question we seem to be having revolves around your words "normal operating speed". My comment as to mach 2.3 being normal operating speed goes to the assertion that the airplane would have a problem with going that fast. Taking an F-106 to mach 2.3 does not damage the airplane. No one doubts the F-106 at 2+Mach top speed. Exact cites vary slightly. But that speed as "normal"? YGBSM Normal, as in probably every F-106 saw that speed somethime in it's lifetime. |
#3
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![]() "Tarver Engineering" wrote in message ... "Pete" wrote in message ... "Tarver Engineering" wrote There is no problem with my accuracy. JT, the question we seem to be having revolves around your words "normal operating speed". My comment as to mach 2.3 being normal operating speed goes to the assertion that the airplane would have a problem with going that fast. Taking an F-106 to mach 2.3 does not damage the airplane. No one doubts the F-106 at 2+Mach top speed. Exact cites vary slightly. But that speed as "normal"? YGBSM Normal, as in probably every F-106 saw that speed somethime in it's lifetime. That's an interesting definition of the word "normal". The "normal" operating speed of my old minivan is 105, since it did that once in it's lifetime. Pete |
#4
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![]() "Pete" wrote in message ... "Tarver Engineering" wrote in message ... "Pete" wrote in message ... "Tarver Engineering" wrote There is no problem with my accuracy. JT, the question we seem to be having revolves around your words "normal operating speed". My comment as to mach 2.3 being normal operating speed goes to the assertion that the airplane would have a problem with going that fast. Taking an F-106 to mach 2.3 does not damage the airplane. No one doubts the F-106 at 2+Mach top speed. Exact cites vary slightly. But that speed as "normal"? YGBSM Normal, as in probably every F-106 saw that speed somethime in it's lifetime. That's an interesting definition of the word "normal". The "normal" operating speed of my old minivan is 105, since it did that once in it's lifetime. If your F-105 is capable of doing something inside its flight envelope, it is normal operation. You have to remember that I have been harrassed here for years over claiming our F-106s were capable of mach 2.3 without damaging the airplane. An example of an abnormal operation is the cobra manouver, as the flight controls are altered from normal operation. |
#5
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![]() "Tarver Engineering" wrote If your F-105 is capable of doing something inside its flight envelope, it is normal operation. You have to remember that I have been harrassed here for years over claiming our F-106s were capable of mach 2.3 without damaging the airplane. An example of an abnormal operation is the cobra manouver, as the flight controls are altered from normal operation. As I said...a very 'interesting' definition of the word normal. Pete |
#6
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"Tarver Engineering" wrote...
If your F-105 is capable of doing something inside its flight envelope, it is normal operation. An example of an abnormal operation is the cobra manouver, as the flight controls are altered from normal operation. How are the flight controls "altered from normal operation"? What part of the cobra maneuver is outside the airplane's flight envelope? How do you define "flight envelope" in context? |
#7
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![]() "John R Weiss" wrote in message news:rXNZb.375545$na.567325@attbi_s04... "Tarver Engineering" wrote... If your F-105 is capable of doing something inside its flight envelope, it is normal operation. An example of an abnormal operation is the cobra manouver, as the flight controls are altered from normal operation. How are the flight controls "altered from normal operation"? The operator must disable the control system augmentation in order to do a cobra manouver. What part of the cobra maneuver is outside the airplane's flight envelope? The airplane will not do a cobra manouver with the control's augmentation on. How do you define "flight envelope" in context? I define it the same way as you would an F-18 in "cable actuated system" mode. |
#8
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"Tarver Engineering" wrote in message
... If your F-105 is capable of doing something inside its flight envelope, it is normal operation. An example of an abnormal operation is the cobra manouver, as the flight controls are altered from normal operation. How are the flight controls "altered from normal operation"? The operator must disable the control system augmentation in order to do a cobra manouver. What part of the cobra maneuver is outside the airplane's flight envelope? The airplane will not do a cobra manouver with the control's augmentation on. How do you define "flight envelope" in context? I define it the same way as you would an F-18 in "cable actuated system" mode. I don't define "flight envelope" in any context with reference to any F-18 system mode... So, what was the "normal operation" mode of the F-106 flight controls? By your definition/description of "flight envelope," any maneuver or regime an airplane can enter with any control input, using "normal" control authority is a "normal operation." Using that definition, any maneuvers prohibited by the Operator's Handbook or other limitations would be considered "normal" if they were achievable using the "normal" flight control mode. So, do you consider as "normal operation" any departure from controlled flight, spin (even if entered inadvertently, in an aircraft in which intentional spins are prohibited), or extended inverted flight (even if it causes oil or fuel starvation to the engine)? Many airplanes can enter these flight regimes with flight controls in "normal" configurations, but few pilots would consider them "normal operations" in most airplanes. |
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