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

Hi,

I would first like to thank everyone in this thread for making it so informative and a brilliant read.

If I may I would like to pose a question, the answer to which I can't seem to find in all the books and manuals I have read, this relates to the procedure that was adopted on those ocassions when FL600 was reached.

As far as I am aware Cruise/Climb was carried out with AT1, AP1, FD1 or AT2 AP2 or FD2 and with MAX CLIMB engaged, MAX CRUISE would automatically engage as required. Was 60,000 feet set in the Altitude Select window and was ALT ACQ primed?

If not, what stopped her from continuing to climb past FL600 if conditions were suitable, and, if ALT ACQ was primed and FL600 reached and she then held that altitude what was the procedure if speed started to decay due to external influences? Was a gentle descent initialised using the pitch datum adjust until the speed came back and then MAX CLIMB re-engaged?

Many thanks.

Steve.

Hi Dude,

Thanks for the reply, I never knew you couldn't prime ALT ACQ from MAX CLIMB / MAX CRUISE.

I was thinking though that if you had ALT HOLD selected then the autopilot wouldn't be able to vary the pitch attitude and it would hold at the ALT HOLD level. Once there it wouldn't be able to use pitch to increase or decrease speed if necessary. I can see how the autothrottles could hold the speed back but if it were to get warmer then even at full power it may not be able to maintain speed at a fixed altitude.

I'm sure there is a simple answer which will leave us saying "oh yeah, how obvious, didn't think of that" Just strange it doesn't seem to be written anywhere.

Thanks,

Steve.

Hi,

Many thanks for your answers it is much appreciated.

Regards,

Steve.

Hi,

The mention of fuel saving landings came up awhile back and it would be good to have some additional information on how, when's and why's this procedure was used.

As I understand it a fuel saving landing was one over the normal maximum landing weight, as such did additional inspections or anything have to take place on the airframe?

Any information on his procedure would be very much appreciated as I have only ever seen the term mentioned never the reasons behind it.

Many thanks for such a rivetting thread.

Regards,

Steve.

Exwok,

Thanks for explaning that, makes perfect sense to me now. I thought it was some sort of Standard Procedure as opposed to an Irregular Ops Procedure.

Regards,

Steve.

Hi,

Can someone please explain to me the purpose of High Level Incremental Fuel (HLI)?

Was it just a case of squeezing a bit more fuel in all the tanks above their normal refuelling levels to increase the fuel load for maximum range, possibly something like LHR - BGI with unfavourable weather conditions?

How often was it used and were there any special operating procedures in place when it was used?

Many thanks,

Steve.

Exwok,

Thanks very much for the explanation - you, your friends, colleagues and everyone that has contributed have made this the most interesting thread I have ever read on Concorde.

It's great to keep the memories alive.

A safe and happy Christmas to you all.

Regards,

Steve.

Hi,

I am trying to find out some details of the Farewell Tour for a project I am undertaking.

The flights I refer to were are the following:

Heathrow - Birmingham - Heathrow (20 October 2003)
Heathrow - Belfast - Heathrow (21 October 2003)
Heathrow - Manchester - Heathrow (22 October 2003)
Heathrow - Cardiff - Heathrow (23 October 2003)
Heathrow - Edinburgh - Heathrow (24 October 2003)

All of these flights were scheduled to leave Heathrow at 10:00 hours and arrive at their respective locations at 11:45, and the return was to leave at 16:05 and arrive at Heathrow at 17:45 (apart from the last Edinburgh flight which left Edinburgh earlier in order to get to Heathrow around 16:00)

Does anybody have any details of the routings that these flights took? I have some information about the Edinburgh flight but I cannot find anything out about the others, if anyone can supply me with anything it would be very much appreciated.

Also, were these flights purely subsonic or was there a short supersonic section in there somewhere, after all it doesn't take 1:45 to get to Cardiff, Birmingham or Manchester etc if you go direct.

Many thanks in advance for anything you can offer.

Regards,

Steve.

gordonroxburgh ,

Many thanks for that, I had a feeling that's how it would have been.

I assume the return would be routed from say Birmingham or Manchester towards UPGAS to enable it to pick up the normal routing to do the trip out to 8 West and then back into Heathrow.

Not sure how the Belfast one would have routed though, back down to the Bristol Channel via the Irish Sea, or cut across Ireland and pick the track back up when she was back over the Atlantic?

Thanks,

Steve.