Bloodhound LSR Thread As Requested...
Discussion
No doubt, if (when!) Bloodhound is succesful, they'll be queuing up to share the glory. In Richard Noble's book about Thrust SSC, he recounts how, after the record-breaking runs, some car manufacturer approached him about an advertising campaign. "Where were you when we needed money?" was his reply, and told them to sling their hook.
Halmyre said:
No doubt, if (when!) Bloodhound is succesful, they'll be queuing up to share the glory. In Richard Noble's book about Thrust SSC, he recounts how, after the record-breaking runs, some car manufacturer approached him about an advertising campaign. "Where were you when we needed money?" was his reply, and told them to sling their hook.
hence why they aren't forthcoming now, yay him!!!
Sorry about the lack of updates, as you can imagine, it's been pretty busy.
Run Report – Run 1 – 4 Oct 17
Aim
Run Profile 1 (60NL, 50 mph). Bedding in the brakes, functional check of steering, suspension, etc.
Operation
1430L. Weather 14 C, 1010 mb, wind 4 o’clock 17 kts
Delta taxiway, approx. 4000 ft available.
Fuel 61% (i.e. full main tank). Shutdown 47%, run duration 7:30.
No 2-way comms between the Car and Tower. Other radios are having the same problem, it would appear that Tower’s handset is being attenuated. Plan is to relay through Start/Recovery/Eng as required to maintain control.
Brakes off, power at Idle, brake to a halt to confirm Car rolls easily and brakes work
Brakes off, power below 50NL, slow decel to stop.
Brakes off, 60 NL to 50 mph, brake pressure 30 Bar gradually increasing to 50 Bar. Brakes temps similar all round, just above 100 C
One more slow accel/decel to the end of the run. Brakes still limited effectiveness, not yet bedded in or hot enough to work properly.
Summary
Successful first run, starting to bed in the brakes. Steering and suspension feel good up to 50 mph, the Car immediately feels well sorted and easy to drive.
Procedural points
Comms relay worked well, allowing safe and effective airside ops.
Technical points
Poor comms with Tower
Driver air system needs further work
Distance indicator not working
Run Report – Run 1 – 4 Oct 17
Aim
Run Profile 1 (60NL, 50 mph). Bedding in the brakes, functional check of steering, suspension, etc.
Operation
1430L. Weather 14 C, 1010 mb, wind 4 o’clock 17 kts
Delta taxiway, approx. 4000 ft available.
Fuel 61% (i.e. full main tank). Shutdown 47%, run duration 7:30.
No 2-way comms between the Car and Tower. Other radios are having the same problem, it would appear that Tower’s handset is being attenuated. Plan is to relay through Start/Recovery/Eng as required to maintain control.
Brakes off, power at Idle, brake to a halt to confirm Car rolls easily and brakes work
Brakes off, power below 50NL, slow decel to stop.
Brakes off, 60 NL to 50 mph, brake pressure 30 Bar gradually increasing to 50 Bar. Brakes temps similar all round, just above 100 C
One more slow accel/decel to the end of the run. Brakes still limited effectiveness, not yet bedded in or hot enough to work properly.
Summary
Successful first run, starting to bed in the brakes. Steering and suspension feel good up to 50 mph, the Car immediately feels well sorted and easy to drive.
Procedural points
Comms relay worked well, allowing safe and effective airside ops.
Technical points
Poor comms with Tower
Driver air system needs further work
Distance indicator not working
Run report – Run 2 – 4 Oct 17
Aim
Repeat Run Profile 1 (60NL, 50 mph). Bedding in the brakes, functional check of steering, suspension, etc.
Operation
1540L. Weather 14 C, 1010 mb, wind 10 o’clock 17 kts
Delta taxiway, approx. 4000 ft available.
Fuel 48 to 21%, run duration 14:00.
Comms with Tower are worse due to extra distance at D2 (east end of Delta taxiway). Comms relay through Eng (off to one side of the taxiway) enabled ops from D2.
Long hold after engine start for helo movements. Calling for start clearance in future will avoid this
Increasing AMAD temp before run, good call from Joe to put the cooling pump on, CB popped before end of run
Accel off the line at 60NL, 50 mph, brakes on to 50 bar, gradually increasing to 60 bar, until stopped. Repeat profile
60NL up to 30-40mph, then hold the speed with power against brakes, until end of run
Brakes temps all around 300, except for front right below 200. Brake feel and effectiveness improved throughout the run
AC Gen tripped off at the start of the run, at the point when power was first applied
Summary
Successful second run, brakes starting to become more effective.
Procedural points
Remember to call for start clearance
Comms relay worked well enough through Eng, allowing safe and effective airside ops.
Technical points
AC Gen tripped off at first throttle application
Aim
Repeat Run Profile 1 (60NL, 50 mph). Bedding in the brakes, functional check of steering, suspension, etc.
Operation
1540L. Weather 14 C, 1010 mb, wind 10 o’clock 17 kts
Delta taxiway, approx. 4000 ft available.
Fuel 48 to 21%, run duration 14:00.
Comms with Tower are worse due to extra distance at D2 (east end of Delta taxiway). Comms relay through Eng (off to one side of the taxiway) enabled ops from D2.
Long hold after engine start for helo movements. Calling for start clearance in future will avoid this
Increasing AMAD temp before run, good call from Joe to put the cooling pump on, CB popped before end of run
Accel off the line at 60NL, 50 mph, brakes on to 50 bar, gradually increasing to 60 bar, until stopped. Repeat profile
60NL up to 30-40mph, then hold the speed with power against brakes, until end of run
Brakes temps all around 300, except for front right below 200. Brake feel and effectiveness improved throughout the run
AC Gen tripped off at the start of the run, at the point when power was first applied
Summary
Successful second run, brakes starting to become more effective.
Procedural points
Remember to call for start clearance
Comms relay worked well enough through Eng, allowing safe and effective airside ops.
Technical points
AC Gen tripped off at first throttle application
Run report – Run 3 – 4 Oct 17
Aim
Repeat Run Profile 1 (60NL, 50 mph), bedding in the brakes.
Operation
1700L. Weather 14 C, 1009 mb, wind 10 o’clock 17 kts
Delta taxiway, approx. 4000 ft available.
Fuel 62 to 47%, run duration 14:00.
More brisk accel at 60NL to 50 mph, braking at ~50 bar to stop. Repeat
Complete the run with power against brakes
Brakes initially cold, took most of the first stop to warm up and become effective
Brake temps peak at 300-320C, expect front right at 180C
AC Generator tripped off at the start of the third application of power. Cockpit displays were noisy at this point, with jumping G readings, dist limit indicator, etc.
Delta-G indicator offset by -0.1 G from ‘green screen’ pre-run data input
Summary
Car feels more responsive as power is applied more briskly and brakes (apart from front right) continue to bed in. First day’s development running and already this is a great Car.
Procedural Points
Nil
Technical Points
Front right brake
AC Gen, cooling water pump, as before
G indicator offset
Aim
Repeat Run Profile 1 (60NL, 50 mph), bedding in the brakes.
Operation
1700L. Weather 14 C, 1009 mb, wind 10 o’clock 17 kts
Delta taxiway, approx. 4000 ft available.
Fuel 62 to 47%, run duration 14:00.
More brisk accel at 60NL to 50 mph, braking at ~50 bar to stop. Repeat
Complete the run with power against brakes
Brakes initially cold, took most of the first stop to warm up and become effective
Brake temps peak at 300-320C, expect front right at 180C
AC Generator tripped off at the start of the third application of power. Cockpit displays were noisy at this point, with jumping G readings, dist limit indicator, etc.
Delta-G indicator offset by -0.1 G from ‘green screen’ pre-run data input
Summary
Car feels more responsive as power is applied more briskly and brakes (apart from front right) continue to bed in. First day’s development running and already this is a great Car.
Procedural Points
Nil
Technical Points
Front right brake
AC Gen, cooling water pump, as before
G indicator offset
Run report – Run 4 – 4 Oct 17
Aim
Complete the braking bedding in process for the front right brake. To increase the energy going into the brakes, use Run Profile 3 (75NL, 75 mph).
Operation
1750L. Weather 12 C, 1009 mb, wind 10 o’clock 19 kts. Strong wind warning in force. Nil response to crosswind on earlier runs, so decision was taken to run and monitor the wind.
Delta taxiway, approx. 4000 ft available from D2 to D4.
Fuel 48 to 36, run duration 5:00.
75NL to 80 mph, firm braking to stop, brake temps coming up but front right still lagging
2 accels to 50-60 mph at 75NL, firm braking again at 50-60 bar, peak brake temps around 350C+, apart from front right down at 200C. Power against brakes to complete the run, front right still much cooler
Cooling pump CB popped during run
AC Gen tripped off at the end of the run
Crosswind for this run was higher than the others, at ~17kt. Car showed no response to increased crosswind
Summary
Car continues to handle really well, but front right brake still not working with the others. Car was rock solid in a 17kt crosswind with gusts.
Perhaps more importantly, the team performance throughout the first day’s runs was superb. Slick and professional engineering, calm and competent comms despite some very poor radio reception, it was a genuinely impressive start.
Procedural points
Team consensus that we can comfortably expand the crosswind limit to 20kt, for the Car without fin
Team procedures are already good and still improving
Technical points
Comms with Tower as before
Cooling pump and AC Gen as before (post-run note: cooling pump voltage has now been dropped and appears to have resolved the CB tripping. This might also address the AC Gen problem, which appears to be linked)
Front right brake as before (post-run note: brakes bled, air removed from the front, this is expected to resolve the problem)
Distance indicator on centre display is not working. This is becoming more important as speeds increase (post-run note: code updated).
Aim
Complete the braking bedding in process for the front right brake. To increase the energy going into the brakes, use Run Profile 3 (75NL, 75 mph).
Operation
1750L. Weather 12 C, 1009 mb, wind 10 o’clock 19 kts. Strong wind warning in force. Nil response to crosswind on earlier runs, so decision was taken to run and monitor the wind.
Delta taxiway, approx. 4000 ft available from D2 to D4.
Fuel 48 to 36, run duration 5:00.
75NL to 80 mph, firm braking to stop, brake temps coming up but front right still lagging
2 accels to 50-60 mph at 75NL, firm braking again at 50-60 bar, peak brake temps around 350C+, apart from front right down at 200C. Power against brakes to complete the run, front right still much cooler
Cooling pump CB popped during run
AC Gen tripped off at the end of the run
Crosswind for this run was higher than the others, at ~17kt. Car showed no response to increased crosswind
Summary
Car continues to handle really well, but front right brake still not working with the others. Car was rock solid in a 17kt crosswind with gusts.
Perhaps more importantly, the team performance throughout the first day’s runs was superb. Slick and professional engineering, calm and competent comms despite some very poor radio reception, it was a genuinely impressive start.
Procedural points
Team consensus that we can comfortably expand the crosswind limit to 20kt, for the Car without fin
Team procedures are already good and still improving
Technical points
Comms with Tower as before
Cooling pump and AC Gen as before (post-run note: cooling pump voltage has now been dropped and appears to have resolved the CB tripping. This might also address the AC Gen problem, which appears to be linked)
Front right brake as before (post-run note: brakes bled, air removed from the front, this is expected to resolve the problem)
Distance indicator on centre display is not working. This is becoming more important as speeds increase (post-run note: code updated).
Run report – Run 5 – 6 Oct 17
Aim
Complete the braking bedding in process for the front right brake, following a full brake bleed.
Operation
Weather 15C, 1015 mb. Lovely day, broken clouds.
Delta taxiway, approx. 4000 ft available, with overruns if required.
1000 hrs. Wind 7 o/c, 5 kt. D4 to D2
Fuel 62 to 50%, engine run time 5:30
Profile 1, up to 50 mph using 60NL. At 50 mph, slowly increase brake pressure up to ~50 bar and hold speed with power against brakes
Brake temperatures much as previous, front right lagging
Summary
Front right brake still reluctant to heat up. Tyre wear confirms front right is not doing much work yet. Glazed brake disc?
Procedural points
Nil
Technical points
Comms with Tower appear to be better, thanks to Servicomm assistance, but still not 2-way with the Car at D2. Car’s radio settings have been changed for the next runs.
Aim
Complete the braking bedding in process for the front right brake, following a full brake bleed.
Operation
Weather 15C, 1015 mb. Lovely day, broken clouds.
Delta taxiway, approx. 4000 ft available, with overruns if required.
1000 hrs. Wind 7 o/c, 5 kt. D4 to D2
Fuel 62 to 50%, engine run time 5:30
Profile 1, up to 50 mph using 60NL. At 50 mph, slowly increase brake pressure up to ~50 bar and hold speed with power against brakes
Brake temperatures much as previous, front right lagging
Summary
Front right brake still reluctant to heat up. Tyre wear confirms front right is not doing much work yet. Glazed brake disc?
Procedural points
Nil
Technical points
Comms with Tower appear to be better, thanks to Servicomm assistance, but still not 2-way with the Car at D2. Car’s radio settings have been changed for the next runs.
Run report – Run 6 – 6 Oct 17
Aim
Complete the braking bedding in process for the front right brake, using higher speeds to increase energy input.
Operation
Weather 15C, 1015 mb. Lovely day, broken clouds.
Delta taxiway, approx. 4000 ft available, with overruns if required.
1120 hrs. Wind 1 o/c, 5 kt. D2 to D4
Fuel 50 to 38%, engine run time 5:00
Profile 3, 75 mph/75NL
2 accels up to 80 and 70 mph, both using 55-60 bar to stop, then power against brakes to complete the run. Front right brake remains below 200C, others at 350+
First use of power steering, for test only as it’s not required for runway running. A couple of tiny twitches when radio transmissions are made alongside the Car, otherwise no sign of interference. Steering response good throughout
Summary
Concern that the front brake glazing may require strip down and re-work.
Procedural points
Nil
Technical points
Strain gauges by driver’s feet need taping to prevent abrasion
Aim
Complete the braking bedding in process for the front right brake, using higher speeds to increase energy input.
Operation
Weather 15C, 1015 mb. Lovely day, broken clouds.
Delta taxiway, approx. 4000 ft available, with overruns if required.
1120 hrs. Wind 1 o/c, 5 kt. D2 to D4
Fuel 50 to 38%, engine run time 5:00
Profile 3, 75 mph/75NL
2 accels up to 80 and 70 mph, both using 55-60 bar to stop, then power against brakes to complete the run. Front right brake remains below 200C, others at 350+
First use of power steering, for test only as it’s not required for runway running. A couple of tiny twitches when radio transmissions are made alongside the Car, otherwise no sign of interference. Steering response good throughout
Summary
Concern that the front brake glazing may require strip down and re-work.
Procedural points
Nil
Technical points
Strain gauges by driver’s feet need taping to prevent abrasion
Run report – Run 7 – 6 Oct 17
Aim
Complete the braking bedding in process for the front right brake.
Operation
Weather 14C, 1015 mb. Lovely day, broken clouds.
Delta taxiway, approx. 4000 ft available, with overruns if required.
1230 hrs. Wind 6 o/c, 7 kt. D4 to D2
Fuel 61 to 48%, engine run time 5:00
Profile 3, up to 80 mph using 80NL
First accel, power off at 80, Car accelerates to 90 mph as engine winds down. Brakes up to 50+ bar, brake to stop. Front right brake still cold
Second accel, power off at 80, Car accelerated to 95 mph as engine winds down. Brakes up to 50+ bar. Front right brake finally responds and starts to catch up with the others. Brakes at ~400C, front right over 350C
Summary
Front right brake appears to be coming to life, but requires more evidence to confirm it has bedded in.
Procedural points
EJ200 takes a couple of seconds to stop producing thrust. Monitor on future runs
Technical points
G meter and distance counter are being modified, will be monitored during future runs
Aim
Complete the braking bedding in process for the front right brake.
Operation
Weather 14C, 1015 mb. Lovely day, broken clouds.
Delta taxiway, approx. 4000 ft available, with overruns if required.
1230 hrs. Wind 6 o/c, 7 kt. D4 to D2
Fuel 61 to 48%, engine run time 5:00
Profile 3, up to 80 mph using 80NL
First accel, power off at 80, Car accelerates to 90 mph as engine winds down. Brakes up to 50+ bar, brake to stop. Front right brake still cold
Second accel, power off at 80, Car accelerated to 95 mph as engine winds down. Brakes up to 50+ bar. Front right brake finally responds and starts to catch up with the others. Brakes at ~400C, front right over 350C
Summary
Front right brake appears to be coming to life, but requires more evidence to confirm it has bedded in.
Procedural points
EJ200 takes a couple of seconds to stop producing thrust. Monitor on future runs
Technical points
G meter and distance counter are being modified, will be monitored during future runs
Run report – Run 8 – 6 Oct 17
Aim
Complete the braking bedding in process for the front right brake, using higher speed (Profile 4, 100 mph).
Operation
Weather 13C, 1015 mb. Lovely day, broken clouds.
1330 hrs. Wind 12 o/c, 7 kt. D2 to D4
Fuel 48 to 38, engine run time 5:00
Profile 4, aiming for 100 mph, using max dry
Max dry up to 90 mph, then idle selected. Speed overswing to 120 mph as engine wound down
50-55 bar brake pressure, giving all 4 brake temps peak at 350-370C (the hottest, by just 2C, was the front right!) and just under 0.4G
Total distance for accel/decel approx. 2100ft
Uneveness in Delta taxiway worked the suspension noticeably for the first time. The ride and handling felt well-controlled throughout
Summary
Front right brake has now very much joined the party and is ready for higher speeds. Handling and performance are both excellent.
Procedural points
EJ200 takes a couple of seconds to stop producing thrust. Selection of idle needs to be anticipated by a bigger margin (~30 mph?), which will be explored in the next couple of runs
Brake performance at 0.4G validates the assumed worst-case planning figures of 0.2G for a brake failure during a run
Profile 4 calculated distance is very close to the achieved 2100ft, the first chance we’ve had to correlate predicted and actual distances
Technical points
Comms, distance indicator as previous runs
Aim
Complete the braking bedding in process for the front right brake, using higher speed (Profile 4, 100 mph).
Operation
Weather 13C, 1015 mb. Lovely day, broken clouds.
1330 hrs. Wind 12 o/c, 7 kt. D2 to D4
Fuel 48 to 38, engine run time 5:00
Profile 4, aiming for 100 mph, using max dry
Max dry up to 90 mph, then idle selected. Speed overswing to 120 mph as engine wound down
50-55 bar brake pressure, giving all 4 brake temps peak at 350-370C (the hottest, by just 2C, was the front right!) and just under 0.4G
Total distance for accel/decel approx. 2100ft
Uneveness in Delta taxiway worked the suspension noticeably for the first time. The ride and handling felt well-controlled throughout
Summary
Front right brake has now very much joined the party and is ready for higher speeds. Handling and performance are both excellent.
Procedural points
EJ200 takes a couple of seconds to stop producing thrust. Selection of idle needs to be anticipated by a bigger margin (~30 mph?), which will be explored in the next couple of runs
Brake performance at 0.4G validates the assumed worst-case planning figures of 0.2G for a brake failure during a run
Profile 4 calculated distance is very close to the achieved 2100ft, the first chance we’ve had to correlate predicted and actual distances
Technical points
Comms, distance indicator as previous runs
Run report – Run 9 – 10 Oct 17
Aim
Now that the brakes are bedded in, continue to expand the performance envelope and understand the power-off overswing of the EJ200. Target 100 mph at max dry.
Operation
Delta taxiway, approx. 4000 ft available, with overruns if required.
Weather 17C, 1003 mb, strong crosswind. Overcast with recent drizzle. Damp surface gradually drying (moistness 3/5)
1200 hrs. Wind 3 o/c 15 kt. D4 to D2
Fuel 60 to 49%, engine run time 6:30
Profile 4, max dry to 70, select idle, peak speed 103 mph. Limited power vs brakes to complete the run
Cautious increase in brake pressure up to 50 bar, good braking action on damp/wet surface. Front right brake temp low (FL 300C, FR 150C, rears 250C)
Summary
Speed overswing after selecting idle appears to be around 30 mph from max dry.
Procedural points
Wet braking action is good, no significant limitation on ops.
Technical points
Car comms with Tower are still poor at D2. Relay from Recovery/Eng working well.
Aim
Now that the brakes are bedded in, continue to expand the performance envelope and understand the power-off overswing of the EJ200. Target 100 mph at max dry.
Operation
Delta taxiway, approx. 4000 ft available, with overruns if required.
Weather 17C, 1003 mb, strong crosswind. Overcast with recent drizzle. Damp surface gradually drying (moistness 3/5)
1200 hrs. Wind 3 o/c 15 kt. D4 to D2
Fuel 60 to 49%, engine run time 6:30
Profile 4, max dry to 70, select idle, peak speed 103 mph. Limited power vs brakes to complete the run
Cautious increase in brake pressure up to 50 bar, good braking action on damp/wet surface. Front right brake temp low (FL 300C, FR 150C, rears 250C)
Summary
Speed overswing after selecting idle appears to be around 30 mph from max dry.
Procedural points
Wet braking action is good, no significant limitation on ops.
Technical points
Car comms with Tower are still poor at D2. Relay from Recovery/Eng working well.
Run report – Run 10 – 10 Oct 17
Aim
Continue to expand the performance envelope and verify the power-off overswing of the EJ200. Target 125 mph at max dry.
Operation
Weather 17C, 1003 mb, strong crosswind. Overcast, damp to drying surface (moistness 2/5)
1240 hrs. Wind 10 o/c 15 kt. D2 to D4
Fuel 50 to 38% (calc fuel 24 at end of run, jumped to gauged 38 after shutdown), engine run time 5:30
Profile 5, max dry to 90 mph, select idle, peak speed 120 mph. Approx 2400 ft start-stop. Brief power vs brakes to finish
Front right brake temp still low (220C vs ~350C)
Gusting crosswind required minor steering inputs, Car very controllable.
Summary
Speed overswing consistent at 30 mph from max dry. Car is feeling the crosswinds at and above 15 kt, but remains very controllable.
Procedural points
Nil
Technical points
EJ200 dynamic fuel calcs will be updated – not essential for runway ops
Aim
Continue to expand the performance envelope and verify the power-off overswing of the EJ200. Target 125 mph at max dry.
Operation
Weather 17C, 1003 mb, strong crosswind. Overcast, damp to drying surface (moistness 2/5)
1240 hrs. Wind 10 o/c 15 kt. D2 to D4
Fuel 50 to 38% (calc fuel 24 at end of run, jumped to gauged 38 after shutdown), engine run time 5:30
Profile 5, max dry to 90 mph, select idle, peak speed 120 mph. Approx 2400 ft start-stop. Brief power vs brakes to finish
Front right brake temp still low (220C vs ~350C)
Gusting crosswind required minor steering inputs, Car very controllable.
Summary
Speed overswing consistent at 30 mph from max dry. Car is feeling the crosswinds at and above 15 kt, but remains very controllable.
Procedural points
Nil
Technical points
EJ200 dynamic fuel calcs will be updated – not essential for runway ops
Run report – Run 11 – 10 Oct 17
Aim
As the brakes are bedding in, continue to expand the performance envelope and understand the power-off overswing of the EJ200. Target 150 mph at min reheat.
Operation
Weather 17C, 1003 mb, strong crosswind. Overcast, mostly dry surface.
1330 hrs. Wind 3 o/c 15-17 kt. D4 to D2, with overrun if required (total ~5000 ft)
Fuel 40-30% (calc fuel 10 at end of run, gauged 30 after shutdown), engine run time 5:00
Profile 6, min reheat (light at ~15 mph) up to 120, select idle, peak speed 156 mph (in just under 8 sec)
Brakes on just before peak speed. Slow response (as usual) but all 4 temps came up this time and brakes were effective once hot. Distance start-stop ~3500 ft
Crosswind response more evident, nose appeared to be blown off slightly by gusts. Very controllable
Minor confusion with Recovery about ‘chocks’ signals
Summary
Successful runs, speed increase to 150 as the maximum we can do on the taxiway. Speed overswing after selecting idle is now understood up to min reheat, this will need checking at max reheat. Car is feeling the crosswinds at and above 15 kt, but remains very controllable. Slick team work all day, despite weather, ATC and other distractions.
Procedural points
150 mph is the practical safe limit for taxiway testing
Distance run matches predictions, giving further validation prior to runway runs
Use standard ‘brakes on’ signal of clenched fist. Once chocks are in, relay to driver with ‘brakes off’ signal of opening fist to flat hand
Technical points
Car comms and fuel calcs as previous runs
Aim
As the brakes are bedding in, continue to expand the performance envelope and understand the power-off overswing of the EJ200. Target 150 mph at min reheat.
Operation
Weather 17C, 1003 mb, strong crosswind. Overcast, mostly dry surface.
1330 hrs. Wind 3 o/c 15-17 kt. D4 to D2, with overrun if required (total ~5000 ft)
Fuel 40-30% (calc fuel 10 at end of run, gauged 30 after shutdown), engine run time 5:00
Profile 6, min reheat (light at ~15 mph) up to 120, select idle, peak speed 156 mph (in just under 8 sec)
Brakes on just before peak speed. Slow response (as usual) but all 4 temps came up this time and brakes were effective once hot. Distance start-stop ~3500 ft
Crosswind response more evident, nose appeared to be blown off slightly by gusts. Very controllable
Minor confusion with Recovery about ‘chocks’ signals
Summary
Successful runs, speed increase to 150 as the maximum we can do on the taxiway. Speed overswing after selecting idle is now understood up to min reheat, this will need checking at max reheat. Car is feeling the crosswinds at and above 15 kt, but remains very controllable. Slick team work all day, despite weather, ATC and other distractions.
Procedural points
150 mph is the practical safe limit for taxiway testing
Distance run matches predictions, giving further validation prior to runway runs
Use standard ‘brakes on’ signal of clenched fist. Once chocks are in, relay to driver with ‘brakes off’ signal of opening fist to flat hand
Technical points
Car comms and fuel calcs as previous runs
IN51GHT said:
lufbramatt said:
0-156 mph in <8s. Not slow then.
Honestly, that's nothing.....
How annoying is to have all the calcs spot on / everything work within tolerance but then the radio not work?
Great news, you'll have more time to fix the fin now.
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