Maximum possible thrust-setting during reverse?
Join Date: Aug 2007
Location: London, New York, Paris, Moscow.
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Swing the lantern...
When I was just a sprog of a J/T on the line at TTTE THE most looked forwards to event was the German courses swan song of a 4 ship landing (cant rem the formation name but it was all 4 landing together) with T/R prearmed!! and used with a vengeance!!
Aye, those were the days, we all stood together then...............................
YouTube - Tornado GR1
Aye, those were the days, we all stood together then...............................
YouTube - Tornado GR1
Join Date: Jun 2003
Location: Gilligans Island
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HTB:
Memory fading, hair turned grey, but I seem to recall that TR during taxi (pre take off) was not desirable - I think it was to maintain the integrity of the TR locking pins (which were checked by the see-off team) as there was a remote possibility of the buckets flapping open and awaving in the breeze.
Wow you are showing your age, bucket pin checks on see off! That was real 1980's stuff, along with contorting to push 166 and 402 at the same time for a Weapons Bite.
The bucket pins and lock plates were modded around about '84 along with the better microswitches to prevent unselected unstow. The new pins and cables were a different material spec though, so if you didn't pre load the drives before fitting the motor, the bucket would 'chatter' in the air flow and wear away the pin, causing the spurious indication problem all over again.
Bo Nalls:
Thanks for the corrections, I was probably thinking of the unlock time for the 0.25, but don't know where the 1.25 came from unless it was a Magerd 4500 timing only.
Memory fading, hair turned grey, but I seem to recall that TR during taxi (pre take off) was not desirable - I think it was to maintain the integrity of the TR locking pins (which were checked by the see-off team) as there was a remote possibility of the buckets flapping open and awaving in the breeze.
Wow you are showing your age, bucket pin checks on see off! That was real 1980's stuff, along with contorting to push 166 and 402 at the same time for a Weapons Bite.
The bucket pins and lock plates were modded around about '84 along with the better microswitches to prevent unselected unstow. The new pins and cables were a different material spec though, so if you didn't pre load the drives before fitting the motor, the bucket would 'chatter' in the air flow and wear away the pin, causing the spurious indication problem all over again.
Bo Nalls:
Thanks for the corrections, I was probably thinking of the unlock time for the 0.25, but don't know where the 1.25 came from unless it was a Magerd 4500 timing only.
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CC
We were still doing the TR pin checks at Laarbruch (and consequently not using TR during pre-TO taxi) when I left 16 in '87; maybe the supply chain was longer in Germany.
H
We were still doing the TR pin checks at Laarbruch (and consequently not using TR during pre-TO taxi) when I left 16 in '87; maybe the supply chain was longer in Germany.
H
BackwardsPLT
ZE 834 was rebuilt extensively after it was turned into a banana whilst the crew were listening to "Dire Straits"* at AKR - doesn't that make it an incident rather than accident? Certainly not Cat 5 or a crash.
I guess for de-risking thread creep we should say "don't use PATRL whilst listening to pop music"
The B Word
* or was it "Fleetwood Mac"??!
I believe these extra restrictions were introduced after the Cyprus crash
I guess for de-risking thread creep we should say "don't use PATRL whilst listening to pop music"
The B Word
* or was it "Fleetwood Mac"??!
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There is potential for directional instability at mid range power settings (around 80%). Teaching certainly used to be (and should still be) to either use max dry or idle and avoid the bits in-between.
The other 'interesting' part of the roll out happens when the driver uses the 'conventional' into-wind lateral stick; the result tends to be that the upwind wing is lifted up more than if the stick was left central. Deagle, any thoughts on this one?
The other 'interesting' part of the roll out happens when the driver uses the 'conventional' into-wind lateral stick; the result tends to be that the upwind wing is lifted up more than if the stick was left central. Deagle, any thoughts on this one?
