Now that is about max turn rate, how about time on afterburner :
Let start with su-27
TSFC of AL-31 is 1.92 at full AB
thrust at full afterburner of AL-31 is 27560 lbs
Su-27 have 2 engines so it will consume 105830 lbs/hours
Su-27 internal fuel capacity is 20725 lbs so with full internal fuel it have around 11.75 minutes on full afterburner ( with 40% fuel, it will last 4.7 minutes)

F-16C/D ( no CFT)
TSFC of F-110 GE129 is 1.9 at full FB
thrust at full afterburner is 29500 lbs
F-16 have 1 engine so it will consume 56050 lbs/hours
F-16 internal fuel capacity is 6972 lbs so with full internal fuel it have around 7.5 minutes on full afterburner ( with 83% fuel it last maximum 6.225 minutes on full afterburner)

F-15C ( no CFT)
TSFC of F-100 PW229 is 1.94 at full AB
thrust at full afterburner is 29160 lbs
F-15C have 2 engines so it will consume 113140 lbs/hours
F-15 internal fuel capacity is 13123 lbs so with full internal fuel, it have about 6.9 minutes on full afterburner ( with 58% fuel it last maximum 4 minutes on full afterburner )

F-35A
TSFC of F-135 is said to be 2 at full AB
thrust at at full afterburner is 43000 lbs
F-35 have 1 engine so it will consume 86000 lbs/hours
F-35 internal fuel capacity is 18498 lbs so with full internal fuel it will have about 13 minutes on full afterburner ( with 57% fuel it last 7.41 minutes on full after burner)

TSFC 1.92? compared to what?
Altitude? Thrust and fuel used is dependent on the amplification ratio. The stoichiometric ratio remains the same, so it has to adjust on the altitude gained.
Speed. What is the ram-recovery of the intake and the thermal efficiency of the engine?
6.9 minutes reheat? Is the reheat system cleared for that length of time? Is it a 1750K or 1900K system? what damage can occur when the heat has stretched the reheat pipe?
Gasflow. Are you talking about sonic or supersonic gasflow through the engine?

Have just finished re-reading Vulcan 607 (for the umpteenth time, but it is such a good book!) and am always struck by the somewhat unsung role of the Victors. The pressure put on the Tanker force and their ageing aeroplanes during Black Buck must have been immense….

Robbiesmurf, you sound as if you have first-hand knowledge of this?

’82-’87 I was nailing the fleet back together. First VSF and then 55 sqn.

Due to the Falklands war/conflict there were an awful lot of FI units used. The maximum would be 100 (safe) with a 30% safety factor. The stress airframe failed at 127 FI I believe and I was told that XL231 has 132 FI in the log, I assume XM717 is about the same. Take into account the lack of spares, there was a large stock used up during those difficult days. Shortly after the surrender the flow of spares stopped suddenly and was a trickle afterwards. The Conway 201’s are rather delicate, we had a fair few zero stage failures. Plus CSDU’s, fuel leaks, flaps, air services, RAT’s, and even a HDU failure! A Victor to the skies would be pushing your luck, too much money needed and too little support from the design authority. Handley Page built the a/c but was never part of BAC or HSA. The conversions to tanker a/c were carried out at Woodford who were a little sketchy about technical info now and then. A nice thought though……..

Compared to the Victors the Jaguar was a delight. Indeed, the rear was slightly off kilter on the Jag. The Victor 2? 32 a/c built 32 different ways…..

Service life was quite short in the war years so quantity was more important than quality. I have seen examples on a/c and vehicles.

The “hero” business is as old as aviation itself. Every crash supposedly involves the heroic pilot steering the doomed machine away from people.

Tintagel?

The Hunter is a pressure fuelled a/c. I don’t remember them having extra caps for open-line fuelling. Anyone else know?