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Originally posted by Porsche917LH View PostHypothetical here: You lose all control surfaces. (who knows why) as an A10 driver and are at a typical attack altitude flying inverted in a slow roll. Are you screwed?
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Regards
Arty
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Originally posted by Porsche917LH View PostWow. Was that where the drone whacked into the mothership?
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Wow. Was that where the drone whacked into the mothership?
Hypothetical here: You lose all control surfaces. (who knows why) as an A10 driver and are at a typical attack altitude flying inverted in a slow roll. Are you screwed?
Oh yeah: When do you guys prefer being called a driver vs. a pilot. Kind of confuses me.
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Originally posted by Chogy View PostTo clarify this a bit, even with a good zero-zero seat, the initial vector of the seat + man system must be taken into account. An aircraft in a 40 degree dive at 500 knots will enter a zone where an ejection will not be successful somewhere in the first 1,000' above the ground. Part of ejection training is to arrest this downward vector before pulling the handle; otherwise, all bets are off. But at the core of it, it is true, a good zero-zero seat would allow you to eject from a parked aircraft and walk away.
Flail injuries are another matter. High-speed ejections are extremely dangerous, almost guaranteed to produce severe injuries.
Interestingly, I have a sister-in-law who worked for years on egress systems for the U.S. Navy. She said that Soviet/Russian seats are significantly better/safer than Western seats like the ACES II and Martin-Baker.
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As long as the seat is not aimed at the ground anyway.
Flail injuries are another matter. High-speed ejections are extremely dangerous, almost guaranteed to produce severe injuries.
Interestingly, I have a sister-in-law who worked for years on egress systems for the U.S. Navy. She said that Soviet/Russian seats are significantly better/safer than Western seats like the ACES II and Martin-Baker.
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Originally posted by Porsche917LH View PostSubject: Ejection seats
What conditions are necessary for one of you guys to attempt punching out. Altitude, attitude, airspeed etc.
YouTube - A-7 Corsair Brake Failure and Zero-Zero Ejection
YouTube - Early zero zero ejection seat
YouTube - ACES II ejection seat test
As long as the seat is not aimed at the ground anyway.
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Subject: Ejection seats
What conditions are necessary for one of you guys to attempt punching out. Altitude, attitude, airspeed etc.
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Originally posted by Porsche917LH View PostSubject fighters: Can A2A missiles ever be employed against ground targets with some effectiveness?
An AIM-9 will easily track a decent IR source, regardless of target velocity. A diesel exhaust from a tank or truck is more than adequate, and the missile would likely guide with no problems so long as the background isn't too hot. With the missile enroute, the next step is fusing. A-A fuses are contact and proximity, and there is no way to select/deselect one. As the missile approaches, its prox fuse will likely be triggered by mother Earth too early to be effective against anything even moderately armored. Thin-skinned vehicles or radar might take acceptable damage, though.
The warhead is optimized for the flying fuel tanks that are airplanes. They deliver large volumes of pyrophoric debris at high velocity, but nothing remotely that might be considered lethal to armor. So you might trash a truck or car, definitely would trash a radar (if you have a heat source to track), but real armor would probably remain unharmed.
AIM-7/AIM-120 - same fusing problems, same warhead problems, but more importantly, no doppler signal. Anything on the ground would be seen as a rock, a tree, and couldn't be tracked to begin with. There is some potential to track RF signals, but that is the realm of HARM and similar.
Subject tiltrotors: Do you ever see tiltrotors supplanting helos and or the ac130 in slow CAS?
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scorefour Reply
"...Is this really so or am I missing something?"
Perhaps but, unless missiles are shooting at other SAM missiles, isn't it more important what would be our likely targets? If their aircraft are the likely targets of our SAMs, what do they have that defeats our current SAM capabilities?
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SAM's
With the Russian S-300, S-400, and now the S-500, it seems that the US is lagging badly in this area. Is this really so or am I missing something?
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Subject fighters: Can A2A missiles ever be employed against ground targets with some effectiveness?
Subject tiltrotors: Do you ever see tiltrotors supplanting helos and or the ac130 in slow CAS?
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Originally posted by Ararat View PostHow does the defender judge when to increasing the closure rate (force an overshoot) while maintaing the break turn.
If he repositions to lag, you will see the reposition, and then see the top of his jet... his nose is not in lead, and any gunfire would be hopelessly behind you. For the moment, he is not a threat.
The decision to reverse is based upon closure (he is getting big, fast), the line of sight across your six to the outside of the turn, and most importantly, the range behind you that he crosses your flight path. If he crosses closely at a high line of sight, then a reversal will probably work. Too far back, and your reversal will simply solve all his problems for him. A poor reversal decision is common and results in a lost fight. Even a well-executed reversal usually results in some form of scissoring fight. In general, it is better to not reverse when in doubt... keep the turn on, keep the lift vector into him, and drive him hopelessly into lag. Once he's stagnated there, you can then work the vertical with some impunity, increase the angles, and separate, or perhaps force a neutral fight.
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Originally posted by Chogy View PostYou are welcome, FWIW. It can be dry stuff at times, and with it comes a lot of odd terminology.
Defender tools are angle-off and closure
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Originally posted by Ararat View PostDo you get accurate altitude/airspeed/range information (with no radar lock) on bandit during such engagements and can it be used to help you judge your closure rate of 50 to 150 knots other than visual?
Defender tools are angle-off and closure, and if an attacker is not experienced, the defender can and will turn the tables. Every single beginner (without exception) at "Fight's on" doesn't know what to do, and will always simply point at the target, and wonder why he is getting so big, so fast, before scooting through his 6 at high speed. So we discuss canned maneuvers, demonstrate with hands and sticks, demo it in the air, then let them try. It still takes about a year to get a new guy up to any decent proficiency.
Radars have their auto-acquisition modes which do work very well, and it is rare not to have a lock, but the antenna can be gimballed or otherwise the lock can drop. The eyes tell much. When the bandit turn rate is extraordinarily high, he is cashing in his chips. When moderate, he is sustaining energy. When very low, he is either unaware of you, or inept. The Golden Rule is "maneuver in relation to the bandit" which means rote maneuvers don't always work, and you must analyze (project into the future) his energy, his nose position, and deal with those.
With all this said, modern all-aspect ordnance, and helmet-mounted sights are definitely changing the game, making any sort of sustained turning very risky. That, and the fact that people don't fly alone. One must assume that there are unseen bandits in the vicinity.
In Korea, the jets flew around with a 1,500 foot vulnerability bubble. Anything outside of that wasn't much of a threat. In Vietnam, it expanded to several miles. Now, one must deal with a bubble as large as 30+ NM. It's getting scary out there!
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