Re: Not a slug at all!

["scott miller" <macatawa@hotmail.com>]

Temp seems important as well, Denver in the winter is a piece of cake.  
Tuscon in the summer can be brutal.  The newer engines are really 
helping.  A light KC135R (military 707 or 720 with huge turbofans) can 
beat nearly every fighter to 10,000 feet.  I found that hard to believe, 
but it's designed to takeoff heavy in high temps with thrust to spare.  
The old, water-injected KC135A was dangerously underpowered at high 
temps.  Flying slug.  Altitude was less a factor for it's non-fan 
engines, it could outrun the R at very high altitudes.

Scott
'90 200qw
'56 KC135E occasionally (Jurassic Jet)

============================================================
It has a lot to do with the weight of the aircraft (fuel + passengers) 
and
how long the runway is ( accelerated stop distance.) Here in Sandy Ego,
747's can land but can't take off with anywhere near a full load!

Now, if the planes were 720B's instead of the 707's.......

Scott Spangenberg
scotts@utm.net


-----Original Message-----
From: Matt Bauer <mtbauer@uswest.net>
To: Mike Arman <armanmik@n-jcenter.com>; quattro@coimbra.ans.net
<quattro@coimbra.ans.net>
Date: Friday, January 08, 1999 4:58 PM
Subject: Re: Not a slug at all!


>>
>>
>> As an example of the effect of altitude on performance, the first 
time I
>> flew out of Denver on a 727 (certainly NO shortage of raw horsepower
>> there!), I was astonished at the leisurely rate of climb - (Heck, my
Cessna
>> 150 could out-climb this turkey!) - compared to the spectacular 
departure
>> rates a 727 can normally achieve at sea level.
>>
>> It is my understanding that while 707s were still in service, they 
were
not
>> allowed to fly into Denver, as there wasn't sufficient 
air/power/runway
space
>> for them to get to "rotate" speed. They could fly in, but not out.
>
>Matt
>
>


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