How do they slow the air coming into the engine to subsonic speed if it's a straight intake shot?

:confused:

Does the adjustible front hood lip (wedge intake - dips down) limit the amount of air coming in that much so that the air slows down when it expands? How about the air density, or is it just air pressure at that point?

Lets see, if you limit the volume of air in, it would slow down, right?

Just the opposite as narrowing a venturi or water hose in that it increases pressure, right?

paste?

I know nothing.... however one of my teachers was an F-14 pilot and he told me while he loved the old tomcat they were high maintenance and required a constant flow of new parts to keep them in the air.
FWIW

Less fighting...
(I know... dream on...)
More pictures!

http://forums.pelicanparts.com/uploa...1159291954.jpg

http://forums.pelicanparts.com/uploa...1159291976.jpg

http://forums.pelicanparts.com/uploa...1159291994.jpg

http://forums.pelicanparts.com/uploa...1159292016.jpg

http://forums.pelicanparts.com/uploa...1159292033.jpg

http://forums.pelicanparts.com/uploa...1159292059.jpg

The article I read said 40 hrs of maintenance for every 1 hour of flight.

Mike

There are ramps on the top of the inlet - look at the sides of the inlet and you can see where the ramp extends downward. Here's a more detailed explanation:

Kach,

Don's post and quote are spot on...

The ramps serve to create the standing pressure waves that slow the supersonic airflwo down before it reaches the engine face.

All Western turbofans and jets need stable subsonic airflow to the first compressor stage....perhaps there are some that are not as well known...its known that the MIG 25 engines use a transonic first stage...

The ramps creatre standing pressure wave in the inlet which both slows and compresses the air prior to reaching the entrance.... this provides both the right type of air for the engine...and a handy increase in pressure..and hence engine thrust..

Especially for the poor F-14A.. with its TF30s...much better with the B and D models.. (the D model ended its career with the ramps fixed to reduce maintenance demands...it was limited to M1.88, hardly a real handicap).

Its shame its gone...it truely was the most powerful aircraft on a carrier....

That's rather typical of high performance fixed wing aircraft. Helicopters require more, much more.

like MFAFF said...Im pretty sure a normal shockwave would be created at the start of the duct.... reducing the speed of the air to below M-1.

if M-1 air hit the fan blades a bunch of normal shockwaves would develop on the blades... creating vibrations and many other problems
(or at leasts thats what my text book says )

Not true at all. It really depends on the type, age and condition of the jet or helo. Having been both a detachment maintenance officer and a squadron MO (collateral duties in addition to flying) as well as a maintenance test pilot for years, I might have some insight here.

In addition, all new aircraft designs and upgrades to exiting aircraft (including avionics) have been done with maintenance and reliability in mind. We call it, "design to maintainer" and ensure ease of maintenance (including HSI) and repair.
Having been working at building aircraft for the last 15 years, I may have some insight here as well.

Well, FWIW the article also stated that the F/A-18s that are replacing the F-14s only required half as much...

Mike

so, pastey is wrong 3 times in the same thread. lordy!


BTW, I was always a fan of the Phantom F-4.

Me too. I love all the F-4s...Phantoms and Corsairs. We should have a whole thread on WW2 warbirds. I love those things...

Mike

Because we have a bunch of experts on this thread, I have a Off-Topic question or request for you all.

Help me find an enclosed ducted fan drive unit which can be powered by an automobile engine (via belt or gear box/driveshaft), 180 hp to 800 hp power range (500 hp avg).

Reference thread:
http://www.hoverclubofamerica.org/forum/index.php?showtopic=913

Since I have no experience with the same aircraft you do, I can't reply directly. In my old attack aviation unit I'd guesstimate that about 200 hours of maintenance for every flight hour was the norm for the Apache's. The Blackhawks were significantly less, probably about half that or less. Of course, the OH-58's were relatively minor in comparison, probably around 20-30 hours for every flight hour. That's all levels of maintenance including routine inspections and 25, 50, and 100 hour mandatory maintenance; together with unscheduled maintenance.

Quote:

In addition, all new aircraft designs and upgrades to exiting aircraft (including avionics) have been done with maintenance and reliability in mind. We call it, "design to maintainer" and ensure ease of maintenance (including HSI) and repair. Having been working at building aircraft for the last 15 years, I may have some insight here as well.

Yes, and I have seen an aircraft with all the weapons systems redlined for maintenance listed as available for combat because it could fly. Not often, but it can and does happen.

I'm happy to hear that the Navy has such a high availability rate, though, that means we can do with fewer aircraft in the future.

Re: Re: Re: F-14s being retired...
 

One of the primary sources for combat aircraft parts for Iran, particularly during the Iran-Iraq War, was Israel. Don't tell me you didn't know that, Noah.

Today, Iran makes most of their own parts.

It was as easy as shootin' fish in a barrel! :D


F-4's 4-ever, baby!!! :D:D:D:D:D

Randy

Lovin' F4's and F14's is an acquired taste, kinda the way you love women, big and brassy and lots of red curly hair.

Used to watch the big Phantom's at El Toro as a little kid with my dad. Could sit there for hours. Do you suspect that it shaped my desire for those brassy beauties?

Only if your redhead looks like a rhinoceros right below that hair.

And I suppose you think an A6 was ugly as well?