Lightning vs Harrier 1v1
Per Ardua ad Astraeus
Join Date: Mar 2000
Location: UK
Posts: 18,579
Likes: 0
Received 0 Likes
on
0 Posts
Kind offer, Orac - I'm sure it will find a home. I have only seen rear launch shots before.
HAS59
Have a wallow through this - pprune has not enabled image hosting:
http://www.pprune.org/spectators-bal...une-guide.html
HAS59
Have a wallow through this - pprune has not enabled image hosting:
http://www.pprune.org/spectators-bal...une-guide.html
Ecce Homo! Loquitur...
I use Photobucket
Once you've uploaded the images, go to your library and hover over a photo and click the cogwheel and choose the option to "Share Media", then select the Links tab and "Direct Link".
You then paste the link here using the "insert image" tab from the bar above the box when typing.
Once you've uploaded the images, go to your library and hover over a photo and click the cogwheel and choose the option to "Share Media", then select the Links tab and "Direct Link".
You then paste the link here using the "insert image" tab from the bar above the box when typing.
Join Date: May 1999
Location: Sunny (or Rainy) Somerset, England
Posts: 2,026
Received 0 Likes
on
0 Posts
And a very capable aircraft in its day too ORAC.
My lasting memory of DACT with the Crusader in the 104, was when we split at Mach 0.9 and then turned back in, we used to unload to a quarter "g", cross at about Mach 1.5 and then start the fight. The Crusaders used to just fly level until the cross. They were also dumping fuel from the split to the merge.
In the debrief of the first fight, we asked what speed they had as we crossed. Mach 1.6 was the answer. So ... loads of fuel, no unload to accel and faster than us at the cross!!! And fat wings to turn with.
Great fun days.
Edited to say:
.... it's all relative tha knows!
My lasting memory of DACT with the Crusader in the 104, was when we split at Mach 0.9 and then turned back in, we used to unload to a quarter "g", cross at about Mach 1.5 and then start the fight. The Crusaders used to just fly level until the cross. They were also dumping fuel from the split to the merge.
In the debrief of the first fight, we asked what speed they had as we crossed. Mach 1.6 was the answer. So ... loads of fuel, no unload to accel and faster than us at the cross!!! And fat wings to turn with.
Great fun days.
Edited to say:
And fat wings to turn with.
Ecce Homo! Loquitur...
Wholigan,
And also an aircraft where several pilots got airborne with the wings folded and then landed safely.
Some went zero G and locked the wings down. One slightly panicked and landed on a parallel taxiway with aircraft parked down either side - which he slipped between because his wings were still folded.
And also an aircraft where several pilots got airborne with the wings folded and then landed safely.
Some went zero G and locked the wings down. One slightly panicked and landed on a parallel taxiway with aircraft parked down either side - which he slipped between because his wings were still folded.
My lasting memory of DACT with the Crusader in the 104, was when we split at
Mach 0.9 and then turned back in
Mach 0.9 and then turned back in
I have recordings of both the aircraft and Aberporth range control of that final firing session- It was getting late in the day and the MPC had been very active in getting rid of stock redtops before the Lightning was withdrawn IIRC!
I'll see if I can convert to MP3 and post it.
I'll see if I can convert to MP3 and post it.
Join Date: Mar 2005
Location: Livingston, Scotland
Posts: 148
Likes: 0
Received 0 Likes
on
0 Posts
And the Germans cheated and had de-fuelled, so the 104 did a glide return to Wittering, leaving me with hours of fuel and no-one to play with!!
Join Date: Mar 2005
Location: Livingston, Scotland
Posts: 148
Likes: 0
Received 0 Likes
on
0 Posts
Fascinating stuff. And the best glide speed is supersonic at above 50,000ft!
The phrase "The fact this aircraft in particular is equiped with a zero-zero type ejection seat 4 makes me feel more comfortable to assess the actual situation" reads like something of an understatement...
The phrase "The fact this aircraft in particular is equiped with a zero-zero type ejection seat 4 makes me feel more comfortable to assess the actual situation" reads like something of an understatement...
Ecce Homo! Loquitur...
Unlike the F-104A which had a downward ejecting seat. 
........But just as I looked down to check the airspeed indicator, the nose violently pitched almost straight down and continued to move through 90 degrees. I was starting to tumble. I called "Larry!," as I was pulling hard, real hard, back on the stick, "I've lost control! I have zero pitch input! I've got to get the hell out! Now!"
At that instant, I reached for the ejection ring between my legs with both hands and pulled as the aircraft continued to tumble. Boom! I was out, ejected upward, upside-down at 27,000 feet.
I might explain. The F-104 was at first designed with a "downward" ejection seat because it flew extremely fast at low altitude where, of course, the air is dense. Any ejection, up or down, at high speed would be like hitting a brick wall-a thick brick wall-at 700mph. No question: that's Excedrin headache number 1! The seat ejection systems at that time were not powerful enough to eject the pilot "upward" for fear of jamming him, due to high pressure, into the horizontal and vertical tails, each having a leading edge with a .01-inch radius. I wasn't ready for sliced "Suitcase"! Thus we ejected "downward."............
........But just as I looked down to check the airspeed indicator, the nose violently pitched almost straight down and continued to move through 90 degrees. I was starting to tumble. I called "Larry!," as I was pulling hard, real hard, back on the stick, "I've lost control! I have zero pitch input! I've got to get the hell out! Now!"
At that instant, I reached for the ejection ring between my legs with both hands and pulled as the aircraft continued to tumble. Boom! I was out, ejected upward, upside-down at 27,000 feet.
I might explain. The F-104 was at first designed with a "downward" ejection seat because it flew extremely fast at low altitude where, of course, the air is dense. Any ejection, up or down, at high speed would be like hitting a brick wall-a thick brick wall-at 700mph. No question: that's Excedrin headache number 1! The seat ejection systems at that time were not powerful enough to eject the pilot "upward" for fear of jamming him, due to high pressure, into the horizontal and vertical tails, each having a leading edge with a .01-inch radius. I wasn't ready for sliced "Suitcase"! Thus we ejected "downward."............
........But just as I looked down to check the airspeed indicator, the nose
violently pitched almost straight down and continued to move through 90 degrees.
I was starting to tumble. I called "Larry!," as I was pulling hard, real hard,
back on the stick, "I've lost control! I have zero pitch input! I've got to get
the hell out! Now!"
violently pitched almost straight down and continued to move through 90 degrees.
I was starting to tumble. I called "Larry!," as I was pulling hard, real hard,
back on the stick, "I've lost control! I have zero pitch input! I've got to get
the hell out! Now!"
I'll get me coat.........