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| dixi188
October 08, 2010, 14:22:00 GMT permalink Post: 5982020 |
I heard that the combined nozzle and reverser was a unique piece of aviation development.
The story I heard when I was an apprentice at Hurn was that, compared to the prototype multi finger nozzle and separate reverser, the production nozzle was:- 1. More efficient. 2. Lighter. 3. Simpler. 4. Cheaper to make and maintain. I doubt there have been many developments that meet all 4 items. Usually the first three can be met, but at great cost. P.S. I did my bit of Concorde design in the FSDO by re-drawing a cabin bulkhead to reduce weight. Subjects
Nozzles
Thrust Reversers
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| dixi188
October 18, 2010, 11:12:00 GMT permalink Post: 6001973 |
Brit 312,
I guess you mean 23/05. Also It would have been 10/28 L&R when Concorde went into service. Cheers, Dixi. Subjects: None No recorded likes for this post (could be before pprune supported 'likes').Reply to this quoting this original post. You need to be logged in. Not available on closed threads. |
| dixi188
December 11, 2010, 20:04:00 GMT permalink Post: 6116565 |
A certain CFI (I think) at BA flying club, High Wycombe, who was also F/O on concorde, showed me some photographs of an engine that had eaten a piece of intake ramp.
I think he said that the adjacent engine had surged and a piece of ramp went out the front and down the other engine. This resulted in a double engine failure mid atlantic. They landed in Shannon with very little fuel left. A double engine change ensued. Question, how fast was the ramp going if the A/C was at Mach 2? Subjects
British Airways
Engine Failure
Engine surge
Intakes
Shannon
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| dixi188
December 12, 2010, 13:33:00 GMT permalink Post: 6117627 |
M2dude,
The event I was shown the pictures of was probably about 1995 or 96 I think. The engine LP compressor was very badly chewed by something. Subjects
LP Compressor
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| dixi188
May 03, 2011, 12:28:00 GMT permalink Post: 6426754 |
I don't know the fuel flow figures but from the type certificate data the max fuel load was 210,000 lbs and the max take off weight was 410,000 lbs. More than half its weight at take off was fuel.
The figure of 18 tons per hour or about 40,000 lbs per hour in the cruise would be about right as the max duration of flight was about 4 hours. Subjects: None No recorded likes for this post (could be before pprune supported 'likes').Reply to this quoting this original post. You need to be logged in. Not available on closed threads. |
| dixi188
November 30, 2011, 12:37:00 GMT permalink Post: 6835134 |
Why are the log book and other records being sold separately?
When you buy an aircraft or component, the records form an integrated part or the item is effectively worthless. I think the price is somewhat over inflated as there is no operational use for this. If the seller takes some zeros off the end there might be some interest. Maybe someone looking for an engine for a land speed record attempt might be interested but no museum would stump up this much. Just my thoughts. Subjects: None No recorded likes for this post (could be before pprune supported 'likes').Reply to this quoting this original post. You need to be logged in. Not available on closed threads. |
| dixi188
January 28, 2012, 19:59:00 GMT permalink Post: 6986097 |
Analogue computers are still very active on the Airbus A300-B4 100/200 srs.
A lot of the Concorde technology was transferred to the Mark 1 Airbus, and it still works very well. We are Cat IIIa certified and I have never had a failure when it was needed. Yes we get a lot of drop out of things, but usually they work after a reset. Subjects
Airbus
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| dixi188
March 02, 2021, 03:35:00 GMT permalink Post: 11000145 |
Did the BAH to SIN route involve slowing down over India?
I saw a night T/O from BAH, impressive afterburner flames. Subjects
Afterburner/Re-heat
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| dixi188
January 30, 2023, 12:56:00 GMT permalink Post: 11376777 |
Someone I used to know,(TO), was a F/O on a Concorde that had a double engine failure mid Atlantic. One engine surged and coughed an inlet door out of the front and it went down the adjacent engine, The vibration was very high and both engines were shut down. The Mayday call to Shanwick was that they may not make Shannon. The reply was that they would alert the coastguard.
IIRC they restarted the engine with the lowest vibration and made it to Shannon. I saw some photos of the engine that ate the door and the compressor was a mess. Subjects
Engine Failure
Engine surge
Intakes
Shannon
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| dixi188
December 11, 2023, 17:15:00 GMT permalink Post: 11554947 |
Back when the Concorde was in development, a guy I used to work with was in West Africa with G-AXDN doing hot weather trials. The aircraft had an engine issue and an engine had to be changed.
This aircraft had production standard engines. No spare was available so an earlier variant was installed and some of the accessories were left off and the air bleeds blanked, as they would not fit this installation. The aircraft was ferried back to Fairford with 4 engines but only 3 sets of systems. Subjects
Fairford
G-AXDN
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| dixi188
December 04, 2025, 07:27:00 GMT permalink Post: 12000167 |
I would think weight was the main reason for not fitting an APU.
Around the time of development, long haul aircraft like the VC-10, B707 and DC-8 didn't have APUs and major airports had suitable ground equipment to support these, ie. GPU, Air Start, Air conditioning. Subjects
APU (Auxiliary Power Unit)
Auxiliary Power Unit
GPU (Ground Power Unit)
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