Posts about: "INLINE_IMAGES" [Posts: 122 Page: 6 of 7]¶

Here's the cockpit temp gauge I photgraphed today:



So the TAT probe provides TAT (obviously) which effectively is skin temp (as evidenced by the TMO legend of 127C just below the TAT window?).

(TAT being static air temp plus the temp due adiabatic heating).

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Last edited by Shaggy Sheep Driver; 28th April 2012 at 21:14 .

Subjects Skin Temperature  TAT (Total Air Temperature)  TMO (Temprature Max Operating)

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Not exactly skin temperature, just the maximum temperature on the nose. The rest of the aircraft was cooler.

Subjects Skin Temperature

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@CliveL

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Quote:

Partly out of equal shares, but there was also more flight test development work than could be handled by just one aircraft in a reasonable timescale, and each partner had their own sphere of responsibility to cover so if you have to have two airframes it made some sense to have one each.

Thanks again CliveL

A few pages earlier on this thread some of you have posted some of their favourite photos of Concorde. Here are very sad, chocking and rare photos:

This is 211 (F-BVFD) after "Air France's special treatment" (shame on them). The photos were taken in 1994. More photos of this can be seen here: Maripa : Documentation photographique.

To compensate, here's one of my favourite:


Most of those photos were taken at Toulouse (we saw a lot from Filton in this thread but very few from France). The caption of the top left picture says it is 102 (F-WTSA) and 201 (F-WTSB) in the background. The image comes from a french website ( Concorde dans la presse de 1965 \xe0 2003 ) gathering hundreds of articles about Concorde. Very interesting but in French only.
I particulary like this last serie of photos because it shows the process of a dream turning into reality, the beginning of such a beautiful adventure and the symbol of a time where national pride and technical achievment had more importance and value than the basic investment/profitability ratio that rules the world today! And now, more than 40 years later, not only we are not able to build a SST but we are also not able to make a SST flying again.
And this leads to a new question (maybe another 64000$ one):
As we can see in those photos and as I have seen in photos from Filton, several pre-production and production airframes were built at the same time. Did the fabrication of pre-production or production a/c had to be stopped at some point to wait for in flight test results? Similar question: did the early flights revealed unforseen problems that needed to be sorted out before the program can move on?

Subjects F-BVFD  F-WTSA  F-WTSB  Filton  Toulouse

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Brian,

I don't think there is any published explanation, but maybe this will help.

Basically the problem with #4 intake was that it was on the RHS of the airplane. We are talking about low speed right? and especially zero forward speed when the engine is trying to suck as much air as it can get from wherever it can get it. That means that the induced angle of attack on all the intake leading edges is going to be high.

The best drawing I can find that shows the flow into the right hand pair is this


The intake leading edges were all sharp, so the flow would separate if subjected to a high AoA. The upper lip was protected a little by the wing leading edge, and we were obliged to modify the prototype LE ahead of the intakes to prevent underwing vortices developing at low AoA in cruise which also helped a bit.

The lower lip had a substantial separated flow 'bubble' at low forward speed as shown in red, but this cleared up quite quickly as the aircraft gathered speed. It was'cured' by the blow-in doors.

The inner sidewalls were shielded by the landing gear doors, so the AoAs on the sidewall on that side were quite modest.

The splitter was of course subject to equal flow demands on either side so the flow over that was pretty well symmetric.

That leaves the two outer sidewalls which, look for all the world like highly swept delta wings with sharp LEs mounted vertically.

Like all such wings when operated at high AoA they develop powerful vortices on the 'leeward' side. Looking back towards the engine the vortex on #4 engine was anticlockwise and that on #1 was clockwise. [Hope I got that one the right way round ]

The OL593 rotates clockwise looking aft so the induced incremental AoA on the compressor blades was different on #1 and #4. The difference was enough to trigger some mild blade vibration - hence the rpm restriction until the intake capture was good enough to reduce the vortex strength.

Subjects AoA  Intakes  Landing Gear  Vortex

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Concorde and TU-144 at Sinsheim

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Earlier this week I had the great pleasure of a late afternoon followed by a full day at the Sinsheim technical museum near Heidelberg. Highly recommended and much more than just a museum; just ask my children what they thought of the helter-skelter from elevated Ilyushin IL-18 back down to the ground, or the twisting and turning stainless steel tubular slide from museum roof mounted DC3, through a hole in the roof, and back to the ground level entrance! The staff I encountered were all friendly and informed and I now look forwards to a day at the sister museum in Speyer - replete with 747-200 on the roof on which visitors can walk the wing.

Anyway, of relevance to this thread I thought I'd shared some of my photos of Concorde F-BVFB and Tupolev TU-144 77112. It was tremendous to be able to walk backwards and forwards between the two, directly comparing design features and relative elegance of execution. Both are achievements for mankind but I have to say that to me not being an aeronautical engineer, Concorde won every time - dreary Air France cabin notwithstanding - with the larger Tupolev coming over as somewhat clumsy; let alone knowing engine technologies to be a world apart, just compare the wheel bogies as one example, and then the cleanliness of wing design as another. Yes, the Tupolev canards were a novel feature, but I understand they were only necessary in the first place because of lower speed control issues as a result of more basic aerodynamics.

Like any aircraft on static display exposed to the elements both airframes could do with some TLC, but here are the photos:











Concorde aft cabin door


TU-144 aft cabin door










TU-144 No 4 engine location viewed from exhaust towards inlet (and directly in to the sun!)






To be continued in separate post as I have hit the photo count ceiling in this one.

Subjects Intakes  Tu-144

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...and the second post to conclude the photos and ask a question:

Concorde cockpit (through hazy perspex screen)


TU-144 cockpit (also through hazy perspex screen)


A sign that made me chuckle









I hope that these pictures were of interest and can spark some further discussion in this amazing thread. If I can have the temerity to start the ball rolling with a TU-144 question, I was intrigued to notice the following tiny vane situated on the fuselage base between engines 2 and 3. Closer inspection revealed an adjacent hole, perhaps indicating pressure measurement? Anyway, ideas or proven fact welcome!

As observed


Cropped

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Last edited by The late XV105; 1st September 2012 at 00:44 . Reason: Additional photos

Subjects Tu-144

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How about this:



In normal operation (centre picture), the flow in the upper half of the intake was supersonic with a normal shock as required to decelerate to subsonic conditions. In the lower half the flow was decelerated to just sonic by the cowl shock. If the engine demand increased the region of supersonic flow got bigger until it nearly filled the intake (right hand picture).

The small reversed "D" zone just below the bleed slot is the supersonic region. The bleed flow entered the bleed aft of the normal shock.

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Last edited by CliveL; 27th October 2012 at 09:44 .

Subjects Bleed Air  Intakes

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I'd like to add a few words to the discussion a few posts earlier about the reasons of the commercial failure of Concorde.

Concorde killed by Americans.
This is an article published in a very famous french magazine in 1972. This article describes the various measures taken by the american to stamp down the european aeronautic industry and more particularly the Concorde.
According to this article, it started with a campaign to warn the US Congress about the supposed stratospheric pollution that SST would create. The danger was off course exaggerated but nevertheless the congress refused to vote credits for the american SST. That is the main reason why Boeing stopped the development of their own SST. Harold Johnson, from the university of Iowa, even affirmed that the SST would destroy the ozone in the stratosphere and, as a result, decimate the humanity with uncurable skin cancers and retina burnt.
Also, US firms proposed to South American companies to buy back all their Caravelles at catalog price if they promise to buy only boeing aircrafts for the next 10 years with credit over 8 years and only 2% interest.
And, finally, the Export Import Bank (Eximbank) whose many arilines's cash depends on, announces that they will not give any loans to buy european aircrafts. On top of that, some political pressure were also used to discourage some countries that could be interested in buying european aircrafts.

Under those circumstances, Concorde, despite its incredible technological advance, had almost no chance to become a commercial succes.

It is intersting to note that Concorde came to life thanks to political decisions but also never really took off partly because of political reasons.

Subjects Boeing

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Thanks Bellerophon. Here's a picture:

Subjects: None

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Shaggy Sheep Driver

S14 and S15 decode as "Pressurisation Static Ports".

Anything more than that and I'm afraid I'm out of my depth, so you'll need one of our resident engineer experts to chip in. The one I'm thinking of might be at sea at the moment!


Here's the page from the Flying Manual:

Concorde Static Ports S14 and S15

Subjects Pressurisation  Static Ports

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Article: Researchers now know why Concorde was doomed to fail

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I think this article is pretty wacky but the source seemed legit (Duke University / University of Toulouse Professors writing in Journal of Applied Physics) so thought I'd put it out there for discussion. Caveat emptor!

Law of physics governs airplane evolution

Law of physics governs airplane evolution

Researchers believe they now know why the supersonic trans-Atlantic Concorde aircraft went the way of the dodo\x97it hit an evolutionary cul-de-sac. In a new study, Adrian Bejan, professor of mechanical engineering and materials science at Duke University, shows that a law of physics he penned more than two decades ago helps explain the evolution of passenger airplanes from the small, propeller-driven DC-3s of yore to today's behemoth Boeing 787s.

The analysis also provides insights into how aerospace companies can develop successful future designs. The Concorde, alas, was too far from the curve of these good designs, Bejan says. The paper appears online July 22, in the Journal of Applied Physics.[snip]

In the case of commercial aircraft, designs have evolved to allow more people and goods to flow across the face of the Earth. Constructal law has also dictated the main design features needed for aircraft to succeed; the engine mass has remained proportional to the body size, the wing size has been tied to the fuselage length, and the fuel load has grown in step with the total weight.

[snip] The chart shows how the ratio of mass to speed of animals follows the same general rules as airplanes. Note that the Concorde is way off of the historical trend.

Subjects Boeing  Toulouse

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May I assist........

Subjects Parachute

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Many thanks. I have posted a photo and waiting for it to be approved by a Moderator but I am unsure if it is too big in size

Subjects: None

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Good day,

Just found this pic on the www and I think the reheat looks a bit ragged compared to the Reheated Engines I have worked on - RR Spey & RB199.

Is this a representative sort of view or a false picture and the real thing is much neater with Mach Diamonds and the like???

Subjects Afterburner/Re-heat  Rolls Royce

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FraserConcordeFan

To show you what EXWOK was referring to when he posted ...and then a numerical entry to access the relevant part of the route (or Flight Plan Segment), which would be numbered between 01 and 87. The comms log would list the appropriate FPS number... this is a photo of a Concorde Comms Log from a JFK-LHR sector in 2003



Best Regards

Subjects Concorde Routings

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Concorde at JFK

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I've attached a couple of photos of Concorde at JFK in 1992.
If anyone would like full size copies (2,240x1,488 - ~3MB) PM me and I'll gladly send them.
If anyone thinks this post shouldn't be here, let me know and I'll delete it.

Subjects JFK

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They did retract, you can see the mechanism here.

Subjects: None

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Subjects: None

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Lego Concorde

I want one !

(apparently EUR 195 from Sept 23 - no ordering link found so far...)

Subjects: None

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Air Brake

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A question has come up regarding air brakes on Concorde. It started off with this image...

Is that an air brake on one of the prototype aircraft?

Subjects Braking

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