On a light note... Anyone done 1000mph?
Thread Starter
On a light note... Anyone done 1000mph?
According to Wg Cdr Andy Green, of Thrust SSC fame, "Bloodhound represents the absolute limit of modern technology. Nobody has ever reached 1,000mph in the thick air at ground level, even in a jet fighter".
Of course, ground level extends up to 29,000' at Mt Everest but, discounting that point, I guess you could say he really means indicated air speed? On that basis, even I have handsomely exceeded his Thrust SSC record at amsl elevations 3000' lower.
Anyone claim 1000mph IAS
?
OAP
Of course, ground level extends up to 29,000' at Mt Everest but, discounting that point, I guess you could say he really means indicated air speed? On that basis, even I have handsomely exceeded his Thrust SSC record at amsl elevations 3000' lower.
Anyone claim 1000mph IAS
?OAP
Certainly have and with a weapons fit. Have done faster in clean fit, but don't like to talk about it!
As for 'Dead Dog' - I usually treat most things he's said with a pinch of salt!
LJ
As for 'Dead Dog' - I usually treat most things he's said with a pinch of salt!
LJ
The most slippery ones were the ones from the factory at Warton. No pylons and fuel control units not wound back!
I did hear anecdotally that a crew did over 1000kts and that the pilot thought he was doing 999kts - unfortunately the numbers stopped at 999 in the HUD and the Nav's Tac displays showed somewhat more in TAS at low level over the sea!
Here is a 'slippery one'...
No Norris McWhirter around at the time, though...
LJ
I did hear anecdotally that a crew did over 1000kts and that the pilot thought he was doing 999kts - unfortunately the numbers stopped at 999 in the HUD and the Nav's Tac displays showed somewhat more in TAS at low level over the sea!
Here is a 'slippery one'...
No Norris McWhirter around at the time, though...
LJ
Yip, those were the days - fast black to Warton and a brand new shiny clean jet. I remember significantly over 900 and as we had fuel for a spot of day VFR TOO over Blakeney we rolled in behind a Jag with about 490kts of overtake.
I picked up a few new ones. Remember asking for a climb on departure (after the inevitable low pass for the workers) to 33,000. Warton Ground came back with "Manchester want to know your outbound heading" "Vertical!", and they allowed it.
Most people thrust their hands downwards when the trawl for Thrust SSC came around the squadrons. To give 'Dog' his credit (the 'Dead' was dropped at that point as most thought he was going to cop it in Thrust SSC) both he and a few others put their hands up and volunteered. When 'Dog' got the job there was a certain individual that came in one of the 'runner up' slots that found it hard to take and started to try and break all sorts of records in the Tornado F3. I heard that he went super quick at low level and then turned his attention to zoom climbs. I hear that as he got towards 70kft the poor old RB199s gave in and had a bit of a cough and splutter. The result was a couple of rather bent engines and a sacked pilot - I understand he was nicked when they pulled the accident data recorder and milked it!
All anecdotal as I wasn't on the Wing where this individual flew. Luckily for all it didn't end as badly as it could have.
LJ
All anecdotal as I wasn't on the Wing where this individual flew. Luckily for all it didn't end as badly as it could have.
LJ
PN
Yes, I understand that the Spey engined ones were good at low level but due to the intakes that resemble the next King's head appendages, then they topped out around the 750 mark. I also heard that due to the small fin on the 'Tomb' that it started to try and fly sideways at very high IAS
Any experienced Jehovah drivers want to chip in?
LJ
Yes, I understand that the Spey engined ones were good at low level but due to the intakes that resemble the next King's head appendages, then they topped out around the 750 mark. I also heard that due to the small fin on the 'Tomb' that it started to try and fly sideways at very high IAS
Any experienced Jehovah drivers want to chip in?
LJ
Tabs please !
A mod told me how he once did 1,000 mph at 100 feet in the middle of nowhere. The limiting factor was the intake temperature.
Well, the F3 was RTS at 750. I remember the shock I got doing a chase down oversea, flicked the HUD from mach to IAS and saw 835 accelerating. I had no idea anything could actually go faster than RTS, nevermind lots faster.
The Sageburner F4 recordbreaker managed 784 kts, with one pilot only, stripped down and polished (and they crashed the first attempt). The F3 was pretty wheezy at altitude, but LL was awesome.
The Sageburner F4 recordbreaker managed 784 kts, with one pilot only, stripped down and polished (and they crashed the first attempt). The F3 was pretty wheezy at altitude, but LL was awesome.
OP
Official max chat on a F-4 at less than 200 ft 902 MPH, Operation Sageburner by a USN YF4H-1 in 1961.
Official FAI World Record at low altitude is 988.26 MPH by a civilian owned and highly modified F-104 in 1976, though the FAI have disbanded the class of record for turbojets since then. The F-104 in question did do an earlier record attempt where it is reckoned that it reached 1010 MPH, but the timing equipment failed so the record didn't stand.
Official max chat on a F-4 at less than 200 ft 902 MPH, Operation Sageburner by a USN YF4H-1 in 1961.
Official FAI World Record at low altitude is 988.26 MPH by a civilian owned and highly modified F-104 in 1976, though the FAI have disbanded the class of record for turbojets since then. The F-104 in question did do an earlier record attempt where it is reckoned that it reached 1010 MPH, but the timing equipment failed so the record didn't stand.
Thread Starter
Quote BF "A mod told me how he once did 1,000 mph at 100 feet in the middle of nowhere. The limiting factor was the intake temperature."
Hmmm, no intake temp gauges in Tonka AFAIR. However, the inlet temp is critical to engine operation/damage and so, I always assumed it was reflected by the RTS limits?
OAP
Hmmm, no intake temp gauges in Tonka AFAIR. However, the inlet temp is critical to engine operation/damage and so, I always assumed it was reflected by the RTS limits?
OAP
F3WMB, IIRC it was 750KIAS Vno when I first started on the jet and then it was dropped to 725KIAS as there was no Vne. I also met the boffin that designed the intake during a visit to the squadron by some of the factory staff. He said that they had limited the aircraft Vne due to the intake design as it hadn't been tested any faster - he claimed it being capable of much more than the imposed Vne (and he was right as many proved ).
Yes, the old HUD switch between IAS and Mach caught many out over the Nevada desert floor at ~6,000ft up. You could be doing 690kts near the ground at 250ft and be supersonic! That little chestnut did for a Winnebago on a desert road in the exercise training area when a F3 went over the top at ~720kts. Just don't ask how I know!
LJ
).Yes, the old HUD switch between IAS and Mach caught many out over the Nevada desert floor at ~6,000ft up. You could be doing 690kts near the ground at 250ft and be supersonic! That little chestnut did for a Winnebago on a desert road in the exercise training area when a F3 went over the top at ~720kts. Just don't ask how I know!
LJ
I do miss the 'old girl' at times. Chasing down B-1Bs off of the coast of Denmark was immense fun; as was shouting "Beep! Beep! Coming through!" over the common exercise frequency as we took guns footage on each of them.
For what it was designed for: Long-range loiter way North of Scotland with the ability to chase down BLACKJACK, BACKFIRE and FENCER. Then the F3 was pretty damn good. It wasn't a dogfighter and was pretty poor above 35kft for any subsonic. But at low level it was the fastest of anything before or ever since. The F111, B1-B and the F16 drivers always looked surprised when we chased them down at low level over the sea (or in a supersonic overland training area).
Now, I'm off to my armchair to smell of wee...
LJ
For what it was designed for: Long-range loiter way North of Scotland with the ability to chase down BLACKJACK, BACKFIRE and FENCER. Then the F3 was pretty damn good. It wasn't a dogfighter and was pretty poor above 35kft for any subsonic. But at low level it was the fastest of anything before or ever since. The F111, B1-B and the F16 drivers always looked surprised when we chased them down at low level over the sea (or in a supersonic overland training area).
Now, I'm off to my armchair to smell of wee...
LJ