Posts by user "Mr.Vortex" [Posts: 18 Total up-votes: 0 Page: 1 of 1]¶

Hello all to all members and Concorde Expert,

I have been read this thread and it is so great. I'm enjoy reading it all day long!!
I have some question that I'm wonder about the Concorde.

1. I've heard that Concorde use the primary nozzle to modulate the noise and
the speed of the N1 compressor. How does it work? and does it help to reduce
the noise a lot?

2.Another thing about Primary nozzle. If i recall it correctly, the primary nozzle
can also use to control the Inlet Turbine temperature. Is that true? How is that work?

3.Finally, does some one have a schematic or the fuel vent system?

That's all of it. I will transform in to a nerd man reading a Concorde book in
the next couple days.

Thanks for all of yours reply.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Fuel Vent System  Intakes  N1 (revolutions)  Nozzles

Hi M2 Dude

Thanks very very much for your long reply and good explanation.

- So once we select the Engine schedule to mode Hi or F/O the Prim nozzle will
open wider causing the pressure at the Prim nozzle to drop and hence the
higher flow of the exhaust through the LP turbine = Higher N1 RPM.
Am I understand it correctly?

- According to your reply, the E schedule that will provide the most thrust is
the Low mode since the prim nozzle area will be the smallest among all of the
other mode which mean the highest pressure and temperature.
Am I understand it correctly? And if so why do BA [as far as I know] told the FE
to use Hi mode? Because the higher thrust can be obtain with higher N1?

- Also does the the Hi mode can deliver the higher N1 RPM, does that mean
the Engine control unit must deliver the higher fuelflow rate in order to keep
N2 run at the constant speed [higher N1 speed => higher pressure => more resistance
=> higher Fuelflow require to keep N2 run at constant speed]

Thanks for all of your reply!

Best Regards

Vortex

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): British Airways  LP Turbine  N1 (revolutions)  Nozzles  Vortex

Thanks a lot M2Dude

So if we select E Low at M>1.7 the N2 will ovespeed and hence higher fuelflow. Am I understand it right? Also, what E mode provide the
best config shape [lest sat suitable] that provide a con-di nozzle for
maximize thrust. [Not open to wide that exhaust can't reach M1 at the
throat of Prim nozzle].

And another quesrion here, the engine control unit use which parameter to control the thrsut. The EGT, or N2, or P7.

Thanks for yours reply.

Best Regards

Vortex

PS. thanks for your nice graph and fuel vent schematics too.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Fuel Vent System  Nozzles  Vortex

Thanks very much M2Dude for your answer.

I'm wonder if all 4 Olympus 593 all died in flight and unable to restart. Is it
possible to be able to land at the nearest airport?
I've heard some of the double delta fighter like saab 35 Draken suggested that
if engine was died inflight, ejection was recommend since it isn't possible to land
[maybe due to the enormous of drag create while aircraft approaching the
runway]. So if i'm wrong please correct me. I'm no expert in saab draken.

Thanks for all of yours reply.

Best regards

Vortex

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Olympus 593  Vortex

Thanks for all of your reply.

As galaxy flyer said, I'm haven't met real Concorde in my life and neither see her
flying too. So I'm study about her for a while from flight simulator, manual,
some book, and this forum to get to know more about this amazing plane.
So if i'm bother you guys with a non sense question I'm apologize for that.

Best Regards

Vortex

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Simulator  Vortex

Thanks to all of your cheer up reply. I'm really appreciate that.

Best Regards

Vortex

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Vortex

Hi all,

I've just wonder that does the Concorde use a surge tank or
some a kind of a NACA duct like on B737 for pressurize the fuel in a tank?

Also, in Concorde F/E panel around the fuel control panel there're switch call
trim pipe drain switch. Which I tried to read and figure it out but finally I don't
know what it actually do and in which circumstance do we need to use it.

Thanks for yours reply.

Best Regards

Vortex

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Engine surge  Vortex

Wow thanks a lot M2Dude for your diagram.

I'm wonder that did Concorde has a neutal of stable stability? Did the elevon work out the same job to produce the stability like the elevator and stabilizer?

Also, I have read your post and wonder why when the temp fall below ISA-7, the AICU order the N1 to decrese?

And the final question. In the early concorde, does the pilot has ability to select the amount of afterburn thrust by rotate the area knob is that right? and why the airline remove it?

Thanks for your reply.

Best Regards

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): AICU (Air Intake Control Computer)  Elevons  N1 (revolutions)

Thumbs Up for CJ, CliveL, M2Dude and other guys.

I'm wondering that does the auto-stab function in yaw axis does apply some
rudder when pilot fly the aircraft by his hand to prevent the sideslip or
dutchroll or not?

Also, does the auto stab does "modify" some pilot input to minimize the effect
of the turbulence all the time when airplane encounter the turbulence or only
when the AP are in the "TURB" mode? Does it help to reduce the stress on the
aircraft like the "load alleviation" on the moder aircraft like A380?

And final the final question, how the camber help to reduce the shifting
position of the center of pressure on the Concorde and if possible where is it
on the wing?

Thanks for all of yours reply.

Best regards

---

Last edited by Mr.Vortex; 22nd December 2010 at 06:21 . Reason: Forgot something...

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Auto-stabilisation  Rudder  Sideslip

Thanks for yours reply.

BTW, what about the super-stabilization? Does it only function when the
aircraft was lift on for 10 minute or for a whole flight regime? Also, what is
the stalling AoA of the Concorde?

Finally, What does the function of the Thrust recuperator and how does it work?

Edit: According to the CliveL picture, why Concorde wing LE has to droop down?
Is it use to produce the "negative drag" by the vortex?
Also, does the tip of the wing always has a negative AoA at all flight regime
or does it gonna bend up as the airspeed increase?

Thanks for all of yours reply.

Best regards

---

Last edited by Mr.Vortex; 22nd December 2010 at 15:31 . Reason: add something

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): AoA  Thrust Recuperator  Vortex

Thanks again for a great pics and great explanation.

I'm was wondering that, according to the manual and some document said
that the vortex lift start to form on wing tip first. Why's that happened?
Why not the root of the wing first?
Is it cause by the local wing tip vortex push the air causing more upwash
and hence more effective AoA causing it to reach the stall AoA first is that right?

Also, does the wing vortex on the Concorde has an influence or the effect on
the rudder?

Thanks for your reply.

Best regards

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): AoA  Rudder  Vortex

What an amazing pictures!!. Thanks CliveL

So does the nose stake of the aircraft that sit below the Capt/FO sliding window
is what you're refer to the GT6 things right?

And if possible, I would like to know why the vortex start to form on the wing tip
[The outer wing part] first and the moving toward the wing root [inner wing
part] as the AoA increase.

Thanks again

Best regards

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): AoA  Vortex

Subjects: None

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Engine Shutdown  Shockwave

Subjects: None

Thanks for your reply CliveL and thanks M2Dude and CliveL again for the great
reply with detail about the intake.

Subjects: None

Hi all,

I have read through some book and it said that in cold ambient condition [ISA -15C or less], the intake can suffer a supercritical condition and I did look up a picture of intake in supercritical condition and it show that the shock wave seems to get "sucked" in and the shockwave isn't concentrate at lip area. I don't understand that if the aircraft is travelling at M2.0 then the air passing through the engine should have the same mach no and hence the shockwave should be identical to the normal condition but it isn't. Can some explain this for me please.

Best regards

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Shockwave

Hi all Concorde gurus,

Could somebody shed a light to me on how the de-air system work on Concorde and none of the subsonic commercial aircraft have it? Also, if possible,I would like to know that among 32+ fuel pumps,excluded EDP, in the Concorde which one is the most powerful.

Thanks for yours reply.

Subjects: None