Quote:
Originally Posted by JtD
No it doesn't. Corner speed gives you the best turn rate and turn radius, though the turn radius does not get significantly larger until the plane reaches very low speeds. Of course, this is the plane limit. It might be easier for a pilot to fly a tight turn at 3 g's than at 6 g's.
If I take your SR71 example seriously, you might be confusing the effects of different designs with the effects of changing speed.
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I think I mistated in my last post. That's correct Corner Speed gives the best Rate and Best turn Radius but they are two very different things when talking about a fight. It get's confusing because we are all trying to gain angles to put the bad guy withing a firing solution. If you're above Corner Speed this will result in a larger Radius period end of discussion. You will quickly come up against the G limits of the plane at higher speeds. That's why the SR71 at Mach 3 takes up that much space to TURN.
Here some definitions everyone... This is a cut and past from BFM basics.
Turn rates are further divided into:
1.Instantaneous turn rate: the max turn rate at any given airspeed (energy depleting).
2.Sustained turn rate: the max turn rate available while sustaining energy.The fixed and variable factors begin to interrelate. G is the ratio of lift to weight. As you know,in turns or directional changes, lift must exceed weight, and you must apply G loads greater than one. At a constant TAS, to increase "G", you must increase AOA. Radial "G" will dictate the turn radius and rate. Maximum instantaneous g is the maximum lift a wing may generate at agiven airspeed. Maximum instantaneous g is dependant upon the aircraft airframe capabilities.
@Andy
Corner Speed
Corner speed is an important factor of maximum turn performance. Corner speed is defined as the minimum airspeed at which the maximum allowable g can be generated. At corner speed,the aircraft can attain its maximum turn rate. For our purposes, 280 KIAS is the T-2C cornerspeed. Below this speed, if you attempt to pull more "G", the aircraft will enter buffet and stall at its aerodynamic limit. This results in an increase in the turn radius and a decrease in the turnrate. On the other hand, if the aircraft is maneuvered above the corner speed, the max allowable"G" becomes the limiting factor. The excess airspeed (above corner speed) will result in a turnradius increase and a turn rate decrease. Knowing and flying the corner speed and the appropriate AOAs will give the fighter the mostbang for the buck: the best turn performance for the minimum amount of energy loss.