Nimrod, and RR Spey ...
Here we go again:
How many bits of wood in the JP?
What's the current in the secondary coil of the E-I bar of the ILS localiser?
All those hours sitting there learning such rubbish.
It had one benefit - when I became a teacher myself I knew exactly what not to do.
Such a pity really, since there was so much additional useful non-syllabus stuff which could have been done with the time.
Some GI's were great. I remember doing double-difference techniques for when the graph didn't reach your location for working out the take-off roll of the JP. When you used it, the T/O roll worked out at 2,000' for every RAF airfield. Why bother?, one thought. Then 9 years later I was flying a civvy JP and had to divert into Window Rock, Elvn 6,742'. And do you know what? It bloody works you know. Thanks Wacky!
How many bits of wood in the JP?
What's the current in the secondary coil of the E-I bar of the ILS localiser?
All those hours sitting there learning such rubbish.
It had one benefit - when I became a teacher myself I knew exactly what not to do.
Such a pity really, since there was so much additional useful non-syllabus stuff which could have been done with the time.
Some GI's were great. I remember doing double-difference techniques for when the graph didn't reach your location for working out the take-off roll of the JP. When you used it, the T/O roll worked out at 2,000' for every RAF airfield. Why bother?, one thought. Then 9 years later I was flying a civvy JP and had to divert into Window Rock, Elvn 6,742'. And do you know what? It bloody works you know. Thanks Wacky!
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Spey fan diameter is 32 inches.
What was the max boiler pressure of a Robert Stephenson 'Planet' locomotive, and why does the modern replica run twice that pressure?
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V speeds
Earlier posts made mention of "Take-off" Speed and it was correctly noted that the speeds which are of importance are in order: V1 which is the minimum speed at which the take-off may be safely completed in the event of an engine failure. V1 will always be higher than Vmcg (minimum conrol ground) and it is also the speed, which when reached, an attempted aborted take-off will almost certainly result in an over-run of the remaining runway.
Vr is the speed at which the nose of the aircraft is raised, or rotated, to the flying attitude and enables the aircraft to become airborne. Rotating too early will lengthen the take-off roll and likely result in a tail scrape on many aircraft.
V2 is the speed at which, having become airborne, the aircraft will be controllable and achieve the minimum climb gradient in the event of an engine failure. V2 is always higher than Vmca (minimum control speed airborne) So "Take-off" or "Unstick" speed will always be greater than Vr and less than V2. Climbing at V2 + 10 KIAS will give better climb gradient performance than V2.
Vr is the speed at which the nose of the aircraft is raised, or rotated, to the flying attitude and enables the aircraft to become airborne. Rotating too early will lengthen the take-off roll and likely result in a tail scrape on many aircraft.
V2 is the speed at which, having become airborne, the aircraft will be controllable and achieve the minimum climb gradient in the event of an engine failure. V2 is always higher than Vmca (minimum control speed airborne) So "Take-off" or "Unstick" speed will always be greater than Vr and less than V2. Climbing at V2 + 10 KIAS will give better climb gradient performance than V2.
Last edited by Old Fella; 12th Jan 2013 at 04:07.
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I should have been more specific, 3 ways of making the MCT pain end for the day without getting in the dwang 
All this talk of take-off speeds was academic for a rod in the gulf, we relied on the curvature of the earth to get airborne. The pilots self preservation and one would chicken out and pull back (a bit more when it was hot ISTR) before we ran out of runway, unless they were having something delivered
All this talk of take-off speeds was academic for a rod in the gulf, we relied on the curvature of the earth to get airborne. The pilots self preservation and one would chicken out and pull back (a bit more when it was hot ISTR) before we ran out of runway, unless they were having something delivered
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Bob?
Was Basra not worse mate - it was certainly hotter, we had a 5 degree C extension to the limiting operating temperatures there.
Oh and you could kill the MCT by coupling it to the DS, causing the nav system in the tube to jump to the DS position ( 0000N/S 00000E/W most of the time since it was off)
Since it didn't revert on uncoupling no-one ever knew
type C/Y/enter C/N/enter CLEARSCREEN and 10 minutes later we're all in the Mess Bar
CS
Oh and you could kill the MCT by coupling it to the DS, causing the nav system in the tube to jump to the DS position ( 0000N/S 00000E/W most of the time since it was off)
Since it didn't revert on uncoupling no-one ever knew
type C/Y/enter C/N/enter CLEARSCREEN and 10 minutes later we're all in the Mess Bar
CS
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Was Basra not worse mate
The worst of the lot though was bringing Tristars out of Kabul way overweight iaw perf A knowing your only option on engine failure after V1 was to head for the nearest valley and hope it eventually climbed.
