April 20, 2011, 09:48:00 GMT
permalink Post: 6401886
Dude
I have now asked two senior CAA surveyors about this, and neither remember anything but the crown modifications that went with RELIFE. Sounds like somebody didn't want to do the conversion
CliveL
The production series aircraft had a thicker skin here, and we were told that the CAA insisted on this being done as part of any conversion to airliner standard.
CliveL
Subjects
Crown Modification
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April 23, 2011, 14:12:00 GMT
permalink Post: 6407867
In the book The Concorder Story (5th edition) on pages 138 / 139 it talks about the crown modification with pictures of what was done. In
pr
\xe9cis it states that the crown modification was to strengthen the top of the fuselage at rotate, it states that this was a candle sticked task which required the a/c to be jacked up so the skin has zero stress. The crown modification also included an additional strap over the fuselage just to the rear of the Center door. Appologies for the
pr
\xe9cis of the text but I hope that this is of use. Oh yes the pictures of the modification are on page 140.
Subjects
Crown Modification
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April 27, 2012, 22:06:00 GMT
permalink Post: 7159745
SSD:- this answers your question on where the TAT probes were located. Strictly, you don't need temperature to calculate Mach as it is independent of temperature when expressed in EAS (or CAS) terms.
Shane:
The "crown modifications" were external straps to be applied to the upper part of the fuselage to extend its life in those areas which had been designed to safe life concepts - basically the Aerospatiale bits since BAe designed their bits according to damage tolerance rules. It wasn't a small job, but I'm afraid I can't tell you how many aircraft were modified.
Subjects
Aerospatiale
Crown Modification
TAT (Total Air Temperature)
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