Posts by user "Jane-DoH" [Posts: 9 Total up-votes: 0 Page: 1 of 1]¶

You call 3-2-1 Now, start your stopwatch, pre-set to countdown from 58 seconds, and slam the throttles fully forward till they hit the stops. Four RR Olympus engines start to spool up to full power and four reheats kick in, together producing 156,000 lbs of thrust, but at a total fuel flow of 27,000 US gallons per hour. A touch of left rudder initially to keep straight, as the #4 engine limiter is limiting the engine to 88% until 60 kts when it will release it to full power. The F/O calls Airspeed building, 100 kts, V1 , and then, at 195 kts, Rotate . You smoothly rotate the aircraft, lift-off occurs at around 10\xb0 and 215 kts. You hear a call of V2 but you keep rotating to 13.5\xb0 and then hold that attitude, letting the aircraft accelerate.

The F/O calls Positive Climb and you call for the Gear Up . On passing 20 feet radio height, and having checked the aircraft attitude, airspeed and rate of climb are all satisfactory, the F/O calls Turn and you slowly and smoothly roll on 25\xb0 left bank to commence the turn out over Jamaica bay. Some knowledgeable passengers will have requested window seats on the left side of the aircraft at check-in, and are now being rewarded with a very close look at the waters of Jamaica Bay going by very fast! As you accelerate through 240 kts, the F/O calls 240 and you pitch up to 19\xb0 to maintain 250 kts and keep the left turn going to pass East of CRI.

3) A third isentropic fan shock is generated from the progressively
curved section of the fwd ramp

5) A terminal shock system is generated by the coalescence of
still supersonic and now subsonic air at the upper section of the ramp
area.

The first bit of the moveable front ramp was carefully shaped to give a sequence of weak shocks that reduced the Mach Number so gradually that shock losses were minimised.

This was close to an isentropic process, hence the name.

The whole point of the intake geometry was that the purely aerodynamic boundary between main duct and ramp void was infinitely flexible in shape, which made the design very tolerant of flow disturbances.

I can think of no other design in the world, before or since, civil or military, where a supersonic engine/intake marriage gave such incredidable levels of performance, stability and predictability.

I believe that engine #4 was limited to somewhat less than max power until 60kt because of a vibration issue.

One of the real beauties of the Concorde intake was that it was completely self-startiing, and so unstarts as such were never heard of.

I seem to remember that Rolls Royce proposed a solution of their own, whre the right hand pair of engines would rotate ant-clockwise (viewed from the front) rather than the clockwise norm for just about any 'Roller' that I can think of. Although this would have completely solved the vibration problem, and was great business for the folks at RR in Patchway (just about doubling the required number of engines) it was a pretty lousy idea if you were an airline and required a much latger holding of spare engines.

It was expressed in the flight manual as "Lowest Authorised" speed, Vla, and didn't depend on weight. 0-15,000' Vla=V2 or Vref as appropriate, 15,000'-41,000' Vla=250kias

41,000'-60,000' Vla=300kias

I'm guessing you mean rate of climb rather than IAS?

if restricted to 250kts (way below min drag) you'd get pretty poor rates of climb - about 1000fpm if you were lucky

and IIRC - you'd quickly want to lower the nose, just barely climb and get her up to 400kts when she'd really fly...

most transatlantic takeoffs were at MTOW - around 185 tonnes

Brian Calvert quotes 250 kts/2000ft/1000fpm/12deg attitude/reduced thrust for this.