| Takeoff |
| Lined
up on the runway, the TAKEOFF checks began. They consisted of
turning on the IFF (Identification Friend or Foe) transponder,
engaging all SAS channels, insuring all warning and caution
lights were out, circuit breakers checked in, compass headings
checked, nosewheel steering engaged, and tank-4 boost pumps
turned on. After the mobile crew was clear of the runway, tower
gave the crew another "cleared for takeoff" light
signal with about a minute to go. Habus took pride on releasing
the brakes at the precise takeoff time, using the RSO's ANS
clock for an accurate countdown. |
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|
As
the throttles were slowly advanced, the pilot released the brakes
when the IGV (Inlet Guide Vane) shift light illuminated. After pausing
briefly at full military power, the pilot lifted both throttles
up and moved them forward into the mid-AB range for ignition, then
smoothly advanced them to max afterburner once the lit. The takeoff
acceleration was rapid, and the pilot had to be ready to bring the
nose off the ground at 180 knots (207 mph). Slowly, but steadily
pulling back on the stick, the nose traveled upward to about 10
degrees pitch allowing the aircraft to break ground around 210 knots
(242 mph.)
|
|
AB
Power!
|
The
AB (afterburner) engine noise was so loud that its sound waves
caused your entire body to shake. During an engine test, standing
20 feet to the side of the engine, you could try holding your
teeth tightly together, but they still rattled! In max AB at
sea level, the AB section reached temperatures of 3,200 degrees
F and at the distance of a football field behind the engine,
exhaust temperatures were still 311 degrees F at a velocity
of 150 knots. Every visitor who saw a J-58 night engine run
went away overwhelmed by the sheer power and beauty of the spectacle. |
|
| Once
airborne, the pilot had to relax back pressure on the stick to stop
the nose up pitch rate. The first priority for the pilot after getting
airborne was to get the gear up and then quickly scan the engine instruments.
We climbed out at 400 KEAS (Knot Equivalent Air Speed) until reaching
0.9 Mach, then held the Mach constant until reaching our subsonic
cruise altitude. |
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Return to Sortie
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| ©
Copyright
Richard Graham |
|
