Vulcan
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Re: Vulcan
G CPTN, lots. Normal runway ops was on 9,000 feet with plenty of runway for aerodynamic braking. If on a 6,000ft runway a stream was mandatory unless cross wind limits might be exceeded. Invariably, after one crew repack, it was always out of limits. For a really short landing, streaming at touch down and less than 145kts we could stop in 4,000 feet.
Retardation certainly pushed us back in our seats. We used to jettison below a certain speed, 80 kts I think.
Retardation certainly pushed us back in our seats. We used to jettison below a certain speed, 80 kts I think.
Re: Vulcan
Thanks, PN.
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Re: Vulcan
Good video, difficult to date, I recognise one or two aircraft. I would guess around 1970/71 as the zoot suit was phased out and No 2s were back in.
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Re: Vulcan
Are you suggesting that you might stream the chute before touchdown? I guess a late go around might have been somewhat fraught if that was the case!Pontius Navigator wrote: ↑Tue May 18, 2021 6:57 pmG CPTN, lots. Normal runway ops was on 9,000 feet with plenty of runway for aerodynamic braking. If on a 6,000ft runway a stream was mandatory unless cross wind limits might be exceeded. Invariably, after one crew repack, it was always out of limits. For a really short landing, streaming at touch down and less than 145kts we could stop in 4,000 feet.
Retardation certainly pushed us back in our seats. We used to jettison below a certain speed, 80 kts I think.
Though you remain
Convinced
"To be alive
You must have somewhere
To go
Your destination remains
Elusive."
Convinced
"To be alive
You must have somewhere
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Your destination remains
Elusive."
Re: Vulcan
In the flare normally. If you don't know you are landing by then....................
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Re: Vulcan
True I guess!
I was looking at that very interesting video ricardian posted and the Vulcan seems to have had a whacking set of speed /dive brakes on it as well. Clearly enough stopping power with the speed brakes, high alpha approach, landing and nose wheel hold off with the delta wing, plus the chute, not to have put one's shoe out and scrape it along the runway in order to stop before the boondocks!
Though you remain
Convinced
"To be alive
You must have somewhere
To go
Your destination remains
Elusive."
Convinced
"To be alive
You must have somewhere
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Your destination remains
Elusive."
Re: Vulcan
Not so much 'speed' brakes as 'lift dumpers' for the landing phase.
Re: Vulcan
Although the Vulcan is a large aircraft, I don't imagine that there is lots of free storage space, but did you carry a spare 'chute?
Landing away and having used the 'chute meant a repack (how difficult was that?).
Landing away and having used the 'chute meant a repack (how difficult was that?).
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Re: Vulcan
Like a trailing at drag chute at about 100 foot you mean...
Thanks for the gen.
Look at the aerodynamic braking here. What a beautiful aircraft.
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"To be alive
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Re: Vulcan
I would not have considered them as lift dumps. We would fly circuits with the air brakes out and undercarriage down (which reminds me, where is Boing?).
Our normal landing weight was below 145 000lbs. Out of Akrotiri one day we tested the RAT at 35,000ft at the beginning of a trip. It failed which meant we not cleared to fly above 30,000 so had to burn off 25,000lbs of fuel. We elected to fly around Cyprus, off the coast, at low level with high drag air brakes. That did the trick.
On another occasion we used to do a simulated lay down attack on Morpheu jetty. We would approach from Kyrenia at 350kts, pull up to clear a headland, throttle back and select high drag air brakes while descending to the target.
Another technique which was more like a lift dump was a max rate descent at 10,000 feet per minute. That was quite sporty.
Our normal landing weight was below 145 000lbs. Out of Akrotiri one day we tested the RAT at 35,000ft at the beginning of a trip. It failed which meant we not cleared to fly above 30,000 so had to burn off 25,000lbs of fuel. We elected to fly around Cyprus, off the coast, at low level with high drag air brakes. That did the trick.
On another occasion we used to do a simulated lay down attack on Morpheu jetty. We would approach from Kyrenia at 350kts, pull up to clear a headland, throttle back and select high drag air brakes while descending to the target.
Another technique which was more like a lift dump was a max rate descent at 10,000 feet per minute. That was quite sporty.
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Re: Vulcan
So air brakes as opposed to spoilers then.Pontius Navigator wrote: ↑Wed May 19, 2021 11:44 amI would not have considered them as lift dumps. We would fly circuits with the air brakes out and undercarriage down (which reminds me, where is Boing?).
Our normal landing weight was below 145 000lbs. Out of Akrotiri one day we tested the RAT at 35,000ft at the beginning of a trip. It failed which meant we not cleared to fly above 30,000 so had to burn off 25,000lbs of fuel. We elected to fly around Cyprus, off the coast, at low level with high drag air brakes. That did the trick.
On another occasion we used to do a simulated lay down attack on Morpheu jetty. We would approach from Kyrenia at 350kts, pull up to clear a headland, throttle back and select high drag air brakes while descending to the target.
Another technique which was more like a lift dump was a max rate descent at 10,000 feet per minute. That was quite sporty.
You can see them out in that video above.
Though you remain
Convinced
"To be alive
You must have somewhere
To go
Your destination remains
Elusive."
Convinced
"To be alive
You must have somewhere
To go
Your destination remains
Elusive."
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Re: Vulcan
TheGreenGoblin wrote: ↑Wed May 19, 2021 11:27 amNot so much 'speed' brakes as 'lift dumpers' for the landing phase.
Like trailing a drag chute at about 100 foot you mean...
Lest Boac notices and fires a grammar missile at me!
Though you remain
Convinced
"To be alive
You must have somewhere
To go
Your destination remains
Elusive."
Convinced
"To be alive
You must have somewhere
To go
Your destination remains
Elusive."
Re: Vulcan
I was referring to their function at landing speeds. Very little drag.
Re: Vulcan
Used to get regular notifications on TOP of "V" force reunions at Newark years and years ago. Did they just dwindle away?
Rev Mother Bene Gesserit.
Sent from my PDP11/05 running RSX-11D via an ASR33 (TTY)
Sent from my PDP11/05 running RSX-11D via an ASR33 (TTY)
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Re: Vulcan
Alison, it sure. Tankertrashnav organised one around 2005, 2 day event, evening trash, much beer drunk. On arrival you registered at various Ops Desks for sqn, stn, etc. Curiously at least 3 of the desks were manned by aircrew from my first sqn.
By general request he organised a second a few years later, two days but no function, and much fewer attendees. I think the weather was poor. It was the last he organised though he liaised with the museum for a V-Force.
The museum was very keen as it brought in money from an additional group.
Few Valiant mates survive or are well enough to travel. 60s vintage Vulcan and Victor crews are dwindling too. 90s vintage Victor 2 crews will be approaching 60 too.
By general request he organised a second a few years later, two days but no function, and much fewer attendees. I think the weather was poor. It was the last he organised though he liaised with the museum for a V-Force.
The museum was very keen as it brought in money from an additional group.
Few Valiant mates survive or are well enough to travel. 60s vintage Vulcan and Victor crews are dwindling too. 90s vintage Victor 2 crews will be approaching 60 too.
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Re: Vulcan
Don't screw the lid down on my box just yet!Pontius Navigator wrote: ↑Fri May 28, 2021 6:53 amAlison, it sure. Tankertrashnav organised one around 2005, 2 day event, evening trash, much beer drunk. On arrival you registered at various Ops Desks for sqn, stn, etc. Curiously at least 3 of the desks were manned by aircrew from my first sqn.
By general request he organised a second a few years later, two days but no function, and much fewer attendees. I think the weather was poor. It was the last he organised though he liaised with the museum for a V-Force.
The museum was very keen as it brought in money from an additional group.
Few Valiant mates survive or are well enough to travel. 60s vintage Vulcan and Victor crews are dwindling too. 90s vintage Victor 2 crews will be approaching 60 too.
Cynicism improves with age
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Re: Vulcan
Old Valiant men don't fade away, they just develop cracks in their spars.
Though you remain
Convinced
"To be alive
You must have somewhere
To go
Your destination remains
Elusive."
Convinced
"To be alive
You must have somewhere
To go
Your destination remains
Elusive."
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Re: Vulcan
Assuming an age of 21 in 1965, your Valiant man is at least 77. Our first Vulcan AEO, Pete West, was 35 when he left the Valiant.
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Re: Vulcan
We had a Flt. Sgt AEO on 214, who had been a Wop on Lincoln's. He seemed like an old man at the time, but these things are all relative, aren't they? The Boy Entrants and Apprentices schemes produced teenaged, experienced NCO's.Pontius Navigator wrote: ↑Fri May 28, 2021 5:18 pmAssuming an age of 21 in 1965, your Valiant man is at least 77. Our first Vulcan AEO, Pete West, was 35 when he left the Valiant.
When I joined 214 I was a month short of my 22nd birthday. When I left the the squadron the 2nd time I was a month short of my 28th birthday!
Cynicism improves with age
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Re: Vulcan
In a moment of madness, about two weeks ago I purchased a digital FlyPast magazine on the basis of an interesting article mentioned by C16. Well the magazine site's purchasing algorithm has since got me, and my interests, taped, and it sent me this suggestion this moning, so, of course I purchased it. I am wondering whether or not one or two of the denizens here might have contributed to the articles on this subject?
Though you remain
Convinced
"To be alive
You must have somewhere
To go
Your destination remains
Elusive."
Convinced
"To be alive
You must have somewhere
To go
Your destination remains
Elusive."