Un F-16 a une panne moteur et plane vers une piste.
Jacques
http://www.patricksaviation.com/videos/SUPERGT/3384/
Un F-16 qui atterri sans moteur
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Frank-Mtl
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Ouais, j'aurais dû attendre avant de poser ma question.
J'suis au bureau et les vidéos sont blockés. J'ai donc pas pu le voir... :oops: mais je vais le regarder de chez moi ce soir.
Mais ça ne me surprends pas que ça soit vite comme ça (comparativement à 65 Kts pour mon 150...), parce que sans propulsion, cette bête là tient plus du fer à repasser qu'au cerf-volant...
Merci pour la réponse.
Frank
J'suis au bureau et les vidéos sont blockés. J'ai donc pas pu le voir... :oops: mais je vais le regarder de chez moi ce soir.
Mais ça ne me surprends pas que ça soit vite comme ça (comparativement à 65 Kts pour mon 150...), parce que sans propulsion, cette bête là tient plus du fer à repasser qu'au cerf-volant...
Merci pour la réponse.
Frank
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Herk
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Après quelques recherches sur des millions de sites; l'angle de plané ideal doit être d'environ 11 degrée avec un angle d'attaque de 6 degrée et 210 kts semble être, de concert avec les autres paramètres, la vitesse de meilleur plané!
Il semblerait aussi que les trois paramètres diffèrent lorsque le payload de l'avion (poids et trainée) change.
8) Steve
Il semblerait aussi que les trois paramètres diffèrent lorsque le payload de l'avion (poids et trainée) change.
8) Steve
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Herk
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- Identification de l'avion:
- Location: St-Gabriel-De-Valcartier QC,
Voici une parti du texte tiré du F16 combat flying fundamentals à propos des ''flames out landing'' Assez différent du Carb Heat, Vent, Champs!!!
Here is information related to flameout landings taken from FLYING OPERATIONS: F-16 COMBAT AIRCRAFT FUNDAMENTALS:
Flame-Out Approach (FO) Techniques and Procedures
A flamed-out approach may be anything from a 360� overhead to a straight-in approach. It is entirely a function of available potential energy versus distance, with certain modifiers such as the nature of the emergency, weather, airfield conditions, etc. The overriding consideration, of course, is the safe recovery of "the world's hottest fighter pilot," with "the world's most capable and awe-inspiring fighter" a distant second. It is, therefore, extremely important to recognize when recovery of the airplane is no longer feasible so that safe recovery of the pilot can be employed as early as possible to increase the odds for survival. Do not commit yourself to a dubious or unsafe approach under any circumstances. When in doubt, jump out. The good news is that it is relatively easy to determine whether you're within valid flame-out parameters as long as certain basic criteria are met .
A flamed-out F-16 has the capacity to cover a finite distance over the ground based on altitude, aircraft configuration (weight and drag), winds, and field elevation. Assuming that the best glide speed for the aircraft configuration is maintained, the only significant variable to be accommodated is the wind. A flamed-out F-16 with the EPU running maintains a full-up computer navigation system with flight path marker and pitch lines. Since the flight path marker takes winds into account and the best glide speed for the configuration generates an optimum glide slope, it is then only necessary to determine where the recovery field is relative to the flight path marker to determine if the approach will be successful. If the field lies beyond the flight path marker, the approach will be short and ejection should be considered. If the field lies short of the flight path marker, excess energy is indicated which may accommodate a variety of successful approaches and landings. The overhead approach affords the most opportunities to properly manage available energy while providing the best visual clues for pattern corrections. With reference to the HUD, however, the straight-in approach can also be a viable alternative.
Straight-In Flame-Out Pattern And Approach
In the Dash 1 discussion of a straight-in SFO, we're told to maintain an optimum speed gear-up glide until the initial aimpoint on the runway is 11� - 17� below the horizon, then lower the gear and continue the glide at optimum gear-down speed. Engine-out tests at Edwards AFB resulted in a gear-down best range glide between 10� and 11� flight path angle which could be steepened to 17� flight path angle with the speed brakes; thus the 11� - 17� window for lowering the gear. The Dash 1 doesn't include HUD techniques for the FO, nor does it discuss the effect that a headwind or tailwind will have on the 11� - 17� flight path angle window. Experience has shown that energy can be managed most effectively with reference to the HUD flight path marker and pitch lines WHILE MAINTAINING OPTIMUM AIRSPEED.
The flight path marker accounts for wind. For every 20 knots of headwind component, the flight path marker will show about a 1� increase in flight path angle (aircraft pitch/AOA to maintain optimum airspeed does not change). Establish and maintain optimum airspeed for the configuration. The HUD will then accurately depict where your optimum flight path will take you, all variables accounted for. Regardless of actual flight path angles involved, lowering the gear will increase the flight path angle 3.5 -4�. When the engine quits, jettison stores and turn toward the nearest suitable runway. Establish best range speed of 210 KCAS (plus fuel/stores). Trade excess airspeed for altitude. The EPU should be on and, if the engine is windmilling with aircraft fuel available, the JFS should be turned on below 20,000' MSL to extend EPU operating time (10 minutes with normal demands; up to 15 minutes with the JFS running). The JFS will also provide B system hydraulic pressure for normal gear extension, normal brakes and nosewheel steering. With an optimum glide established, if the flight path marker is on the runway or beyond and optimum speed is maintained, the threshold will slowly move downward in the HUD field of view indicating excess energy (in terms of altitude) for the approach. This is good because sooner or later the initial aimpoint (1/3 of the way down the runway) will lie within the gear-down window. The gear may be extended when the aimpoint is between 11� and 17� and landing is assured .
If EPU fuel depletion is a factor because of range to the runway, consider a 10� gear-up glide when the best range glide has given you a 1:1 ratio between altitude in thousands of feet and range to the runway (i.e., 20,000' AGL at 20 NM). Airspeed can be increased to 300 - 330 knots, cutting time required to reach the runway and reducing EPU fuel used (see paragraph on "IMC Penetration" in Dash 1 FO procedures). When the gear is lowered (alternate extension required unless the JFS is motoring the engine), continue the glide at best range (gear down) speed. Use speed brakes as required to maintain the desired glide path and airspeed parameters, and achieve a steady-state optimum gear-down glide prior to the flare point with the flight path marker on the aimpoint. In a nutshell, if you flame out, regardless of altitude or distance out (within EPU fuel constraints), and the recovery field is below the 7� pitch line, you immediately know you can get there. Winds can affect this equation.
Unless you confirm an energy surplus, it is extremely important to maintain optimum speeds throughout the approach. Excessive airspeed will increase the glide path angle and consequently decrease range. Low airspeed will do the same thing, in addition to providing progressively less energy to flare the aircraft or zoom to safe ejection parameters. Below the gear down minimum speed, the flight path marker shifts dramatically towards you (short), and energy may be insufficient to flare and touch down without damaging the aircraft, or worse. There is no way to "stretch" the glide. If the aimpoint shifts upward in the HUD field of view beyond the flight path marker, this indicates that you will not be able to make the runway. Ejection should not be delayed in a futile attempt to salvage a questionable approach .
If you've managed your energy to achieve an optimum gear-down glide with the flight path marker on the initial aimpoint, the only chore remaining is to flare and land the aircraft so that you touchdown between 10� and 13� AOA with enough runway remaining to get the jet stopped before running out of runway or cables. Once landing is assured, the recommended procedure is to shift the aimpoint from 1/3 down the runway to a position short of the intended touchdown point. Techniques presented here will consistently produce touchdowns at 2500' to 3000'. If a shorter touchdown is required, simply adjust the optimum glide aimpoint an appropriate distance short of the threshold. The trick is to transition from a "steep final" to a touchdown flight path angle of less than 2�. If the flare is too abrupt or begun too early, you will run out of airspeed prior to touchdown. The result will be an excessive sink rate and probable damage to the jet. The opposite is also true. You can't hit the runway in a 10� dive and expect good results .
With practice, a simulated flameout flare will become second nature. Meanwhile, there's an easily remembered set of parameters which will approximate what you're looking for and help you avoid the extremes mentioned above. At about 300' AGL, start a smooth flare. This will give you a picture similar to a normal final and get you into ground effect with enough energy to complete the flare (hold it off if necessary) and grease it on at 10� to 13� AOA. The speed brakes should normally be closed at this point. Use them if you need them but realize they will dramatically increase energy decay if extended during normal roundout and flare.
If your energy state (glide slope/altitude with respect to the runway) is too great to be managed with speed brakes alone, dive off altitude or modify the ground track. Use caution when employing either of these methods. It is very easy to overdo the correction since either method may involve removing the runway environment from the HUD field of view during the correction. The overhead approach may be entered at any position provided the proper altitude for that point in the pattern can be obtained. The main concern is to reach high key, low key, or base key at or above prescribed minimum altitudes.
8) Steve
Here is information related to flameout landings taken from FLYING OPERATIONS: F-16 COMBAT AIRCRAFT FUNDAMENTALS:
Flame-Out Approach (FO) Techniques and Procedures
A flamed-out approach may be anything from a 360� overhead to a straight-in approach. It is entirely a function of available potential energy versus distance, with certain modifiers such as the nature of the emergency, weather, airfield conditions, etc. The overriding consideration, of course, is the safe recovery of "the world's hottest fighter pilot," with "the world's most capable and awe-inspiring fighter" a distant second. It is, therefore, extremely important to recognize when recovery of the airplane is no longer feasible so that safe recovery of the pilot can be employed as early as possible to increase the odds for survival. Do not commit yourself to a dubious or unsafe approach under any circumstances. When in doubt, jump out. The good news is that it is relatively easy to determine whether you're within valid flame-out parameters as long as certain basic criteria are met .
A flamed-out F-16 has the capacity to cover a finite distance over the ground based on altitude, aircraft configuration (weight and drag), winds, and field elevation. Assuming that the best glide speed for the aircraft configuration is maintained, the only significant variable to be accommodated is the wind. A flamed-out F-16 with the EPU running maintains a full-up computer navigation system with flight path marker and pitch lines. Since the flight path marker takes winds into account and the best glide speed for the configuration generates an optimum glide slope, it is then only necessary to determine where the recovery field is relative to the flight path marker to determine if the approach will be successful. If the field lies beyond the flight path marker, the approach will be short and ejection should be considered. If the field lies short of the flight path marker, excess energy is indicated which may accommodate a variety of successful approaches and landings. The overhead approach affords the most opportunities to properly manage available energy while providing the best visual clues for pattern corrections. With reference to the HUD, however, the straight-in approach can also be a viable alternative.
Straight-In Flame-Out Pattern And Approach
In the Dash 1 discussion of a straight-in SFO, we're told to maintain an optimum speed gear-up glide until the initial aimpoint on the runway is 11� - 17� below the horizon, then lower the gear and continue the glide at optimum gear-down speed. Engine-out tests at Edwards AFB resulted in a gear-down best range glide between 10� and 11� flight path angle which could be steepened to 17� flight path angle with the speed brakes; thus the 11� - 17� window for lowering the gear. The Dash 1 doesn't include HUD techniques for the FO, nor does it discuss the effect that a headwind or tailwind will have on the 11� - 17� flight path angle window. Experience has shown that energy can be managed most effectively with reference to the HUD flight path marker and pitch lines WHILE MAINTAINING OPTIMUM AIRSPEED.
The flight path marker accounts for wind. For every 20 knots of headwind component, the flight path marker will show about a 1� increase in flight path angle (aircraft pitch/AOA to maintain optimum airspeed does not change). Establish and maintain optimum airspeed for the configuration. The HUD will then accurately depict where your optimum flight path will take you, all variables accounted for. Regardless of actual flight path angles involved, lowering the gear will increase the flight path angle 3.5 -4�. When the engine quits, jettison stores and turn toward the nearest suitable runway. Establish best range speed of 210 KCAS (plus fuel/stores). Trade excess airspeed for altitude. The EPU should be on and, if the engine is windmilling with aircraft fuel available, the JFS should be turned on below 20,000' MSL to extend EPU operating time (10 minutes with normal demands; up to 15 minutes with the JFS running). The JFS will also provide B system hydraulic pressure for normal gear extension, normal brakes and nosewheel steering. With an optimum glide established, if the flight path marker is on the runway or beyond and optimum speed is maintained, the threshold will slowly move downward in the HUD field of view indicating excess energy (in terms of altitude) for the approach. This is good because sooner or later the initial aimpoint (1/3 of the way down the runway) will lie within the gear-down window. The gear may be extended when the aimpoint is between 11� and 17� and landing is assured .
If EPU fuel depletion is a factor because of range to the runway, consider a 10� gear-up glide when the best range glide has given you a 1:1 ratio between altitude in thousands of feet and range to the runway (i.e., 20,000' AGL at 20 NM). Airspeed can be increased to 300 - 330 knots, cutting time required to reach the runway and reducing EPU fuel used (see paragraph on "IMC Penetration" in Dash 1 FO procedures). When the gear is lowered (alternate extension required unless the JFS is motoring the engine), continue the glide at best range (gear down) speed. Use speed brakes as required to maintain the desired glide path and airspeed parameters, and achieve a steady-state optimum gear-down glide prior to the flare point with the flight path marker on the aimpoint. In a nutshell, if you flame out, regardless of altitude or distance out (within EPU fuel constraints), and the recovery field is below the 7� pitch line, you immediately know you can get there. Winds can affect this equation.
Unless you confirm an energy surplus, it is extremely important to maintain optimum speeds throughout the approach. Excessive airspeed will increase the glide path angle and consequently decrease range. Low airspeed will do the same thing, in addition to providing progressively less energy to flare the aircraft or zoom to safe ejection parameters. Below the gear down minimum speed, the flight path marker shifts dramatically towards you (short), and energy may be insufficient to flare and touch down without damaging the aircraft, or worse. There is no way to "stretch" the glide. If the aimpoint shifts upward in the HUD field of view beyond the flight path marker, this indicates that you will not be able to make the runway. Ejection should not be delayed in a futile attempt to salvage a questionable approach .
If you've managed your energy to achieve an optimum gear-down glide with the flight path marker on the initial aimpoint, the only chore remaining is to flare and land the aircraft so that you touchdown between 10� and 13� AOA with enough runway remaining to get the jet stopped before running out of runway or cables. Once landing is assured, the recommended procedure is to shift the aimpoint from 1/3 down the runway to a position short of the intended touchdown point. Techniques presented here will consistently produce touchdowns at 2500' to 3000'. If a shorter touchdown is required, simply adjust the optimum glide aimpoint an appropriate distance short of the threshold. The trick is to transition from a "steep final" to a touchdown flight path angle of less than 2�. If the flare is too abrupt or begun too early, you will run out of airspeed prior to touchdown. The result will be an excessive sink rate and probable damage to the jet. The opposite is also true. You can't hit the runway in a 10� dive and expect good results .
With practice, a simulated flameout flare will become second nature. Meanwhile, there's an easily remembered set of parameters which will approximate what you're looking for and help you avoid the extremes mentioned above. At about 300' AGL, start a smooth flare. This will give you a picture similar to a normal final and get you into ground effect with enough energy to complete the flare (hold it off if necessary) and grease it on at 10� to 13� AOA. The speed brakes should normally be closed at this point. Use them if you need them but realize they will dramatically increase energy decay if extended during normal roundout and flare.
If your energy state (glide slope/altitude with respect to the runway) is too great to be managed with speed brakes alone, dive off altitude or modify the ground track. Use caution when employing either of these methods. It is very easy to overdo the correction since either method may involve removing the runway environment from the HUD field of view during the correction. The overhead approach may be entered at any position provided the proper altitude for that point in the pattern can be obtained. The main concern is to reach high key, low key, or base key at or above prescribed minimum altitudes.
8) Steve