Mirage F1 contract airspeeds and procedures

[Bremspropeller]

Hey Aerges, SMEs and Mirage F1 fans,

since the module seems to be drawing more and more fans, and even a couple of virtual squadrons growing here and there, I'd like to take the opportunity and ask a couple of questions regarding more realistic procedures in operational flying. This is mostly adressed to @chichowalker , but other SMEs are highly welcome to chime in.

 

Are there any contract airspeeds you'd usually fly for climb, join-up, enroute, weather-penetration and the initial arrival and approach procedures? Are there any power-settings you'd fly as a reference in those conditions? It's configuration-dependant, but I guess there are a few rules of thumb that do apply.

What would be the low level airspeeds you'd normally plan for - the aircraft is relatively slick, so 480 should be a reasonably normal airspeed unless range is an issue.

How'd you fly tac turns at altitude? I guess it's a combination of airspeed/ mach, throttle (MIL?) and AoA.

How'd you normally schedule dirtying up the aircraft on arrival? My usual technique is flaps half at 300KIAS, to help slow down, but I guess there's got to be a better way.

 

The manual gives us a couple of figures for best climb, but those are a bit fast for people trying to join up.

Thanks for your insight and support!

Edited April 16 by Bremspropeller

[Hiob]

I'm interested in this too! 

I may add a question: Best fuel economy speed / RPM / flight level for range or endurance?

How would you handle TO with a sleak Jet. I struggle with the small window between positive rate and flap/gear overspeed. Would you use AB with a light aircraft?

Edited April 16 by Hiob

[Hallsy]

Agreed, I would love some input. Even some reference to relevant publications would be great!

[chichowalker]

Ok guys. Here you have some standard numbers to be remenbered:

Rejoin speed after taking off: 300 Kts is good speed for formation rejoining. Once formation is completely rejoin you can start climbing.

Climb speeds: The one from the manual are quite fast from my point of view. In 142 SQN we used to climb at 350Kts/0.85. You can train this in preparation  for the  Eurofighter (Normal Climb Profile).

Cruise and loiter: I builded the attached sheet.  You can use depending on your drag index and weight.

Instrumental Approach: Hi APP: 300 Kts with airbrake out. Low APP: 250 Kts with half flaps. Same speeds to fly instrumental holding patterns.

Visual traffic: Initial at 350 Kts. After brake maneouver with throttle in idle, flaps half below 300 kts. When reaching 220, gear and flaps full. Base turn at 10-11º AoA.

 

Regarding to low lwvwl speeds. You can choose between 450 kts or 480 kts. If you perform the route at 450, then las attack run from IP will be flown at 480Kts.

If you choose flying low level route at 480 Kts, then attack run wil be flown at 510/540 Kts.

 

Edited April 23 by chichowalker

[Bremspropeller]

Thanks a lot for your input, Chicho!

Those checklists you prepared - are you willing to share those?

[Hiob]

Awesome, thanks!

[Hiob]

@chichowalker A followup question to the drag index, is it just a rule of thumb like wing stores occupied is 20, (only) fuselage stores occupied is 10? Or is there a more detailed way to calculate it (apart of course of knowing the values for each store/payload)?

[chichowalker]

8 hours ago, Hiob said:

@chichowalker A followup question to the drag index, is it just a rule of thumb like wing stores occupied is 20, (only) fuselage stores occupied is 10? Or is there a more detailed way to calculate it (apart of course of knowing the values for each store/payload)?

Yes, this is a good rule of thumb. 

 

21 hours ago, Bremspropeller said:

Thanks a lot for your input, Chicho!

Those checklists you prepared - are you willing to share those?

Of course!!!

Post updated with low level speeds.

Enjoy....