Because of the variation along the liner in its collapse velocity, the jet's velocity also varies along its length, decreasing from the front. This variation in jet velocity stretches it and eventually leads to its break-up into particles. Over time, the particles tend to fall out of alignment, which reduces the depth of penetration at long standoffs. Also, at the apex of the cone, which forms the very front of the jet, the liner does not have time to be fully accelerated before it forms its part of the jet. This results in its small part of jet being projected at a lower velocity than jet formed later behind it. As a result, the initial parts of the jet coalesce to form a pronounced wider tip portion. Most of the jet travels at hypersonic speed. The tip moves at 7 to 14 km/s, the jet tail at a lower velocity (1 to 3 km/s), and the slug at a still lower velocity (less than 1 km/s). The exact velocities depend on the charge's configuration and confinement, explosive type, materials used, and the explosive-initiation mode. At typical velocities, the penetration process generates such enormous pressures that it may be considered hydrodynamic; to a good approximation, the jet and armor may be treated as inviscid, compressible fluids (see, for example,), with their material strengths ignored. A recent technique using magnetic diffusion analysis showed that the temperature of the outer 50% by volume of a copper jet tip while in flight was between 1100K and 1200K, much closer to the melting point of copper (1358 K) than previously assumed. This temperature is consistent with a hydrodynamic calculation that simulated the entire experiment. In comparison, two-color radiometry measurements from the late 1970s indicate lower temperatures for various shaped-charge liner material, cone construction and type of explosive filler. A Comp-B loaded shaped charge with a copper liner and pointed cone apex had a jet tip temperature ranging from 668 K to 863 K over a five shot sampling. Octol-loaded charges with a rounded cone apex generally had higher surface temperatures with an average of 810 K, and the temperature of a tin-lead liner with Comp-B fill averaged 842 K. While the tin-lead jet was determined to be liquid, the copper jets are well below the melting point of copper. However, these temperatures are not completely consistent with evidence that soft recovered copper jet particles show