stilton
August 13, 2010, 04:32:00 GMT
permalink Post: 5866333

Concorde question

Considering the era in which the Concorde was produced I am curious as to why there was no APU fitted. It would seem to have been quite an inconvenience at times.

Was there ever any consideration given to fitting one and was the decision against the installation solely a weight issue ?

Subjects APU (Auxiliary Power Unit)

Links are to this post in the relevant subject page so that this post can be seen in context.

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.

stilton
August 13, 2010, 23:36:00 GMT
permalink Post: 5868330

Thanks M2Dude for your interesting and informative reply.

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.

stilton
August 20, 2010, 01:31:00 GMT
permalink Post: 5881023

Absolutely fascinating, the fuel burns are way beyond what I expected.

One of my favourite sentences is that TOC=TOD !

It all makes sense though.

Not to beat a dead horse, but, on the choice of location for APU, the 727 had a problem with this but for different reasons. Because of the location of the engines that were all mounted at the rear, the Aircraft was quite tail heavy and adding more weight with an APU in the tail section was not desirable.

The solution found that I have not seen in any other Aircraft was to mount it in the wheel well transversely across the keel beam with the exhaust out and over the right wing. Quite unusual but it worked fine with the restriction that it could only be operated on the ground.

Its all academic now but, just out of curiosity could this have worked on the Concorde ?

Subjects APU (Auxiliary Power Unit)

Links are to this post in the relevant subject page so that this post can be seen in context.

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.

stilton
August 21, 2010, 05:51:00 GMT
permalink Post: 5883379

With reference to the noise level in the Cockpit with the nose and visor up.

How do you think this compared with say a 747 or 777 at Mach 2 and normal cruise climb levels (500-600) ?

Thanks for the truly fascinating information.

Subjects Boeing 747 Visor

Links are to this post in the relevant subject page so that this post can be seen in context.

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.

stilton
August 22, 2010, 06:32:00 GMT
permalink Post: 5885013

Biggles78.

No apology needed, I can't think of anything I have read on this forum that can compare to the delight of this thread.

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.

stilton
August 22, 2010, 22:15:00 GMT
permalink Post: 5886262

Christiaan J

What happened to the Concorde at Dakar ?

Last edited by stilton; 23rd August 2010 at 04:58 .

Subjects Dakar

Links are to this post in the relevant subject page so that this post can be seen in context.

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.

stilton
August 25, 2010, 06:13:00 GMT
permalink Post: 5890744

Bellerophon, if I may pick your brain a little further.

In your superb photograph you posted earlier in the Mach 2 Cruise level at FL600 I notice that both RMI'S shown seem to be showing a heading of 230 while the heading on the HSI shows 220 with the annunciation TRUE above the HSI.

Were you operating on TRUE headings in this case as it seems and what was the reason for this ?

I am thinking that the RMI's are showing magnetic headings ?

Subjects FL600

Links are to this post in the relevant subject page so that this post can be seen in context.

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.

stilton
August 26, 2010, 02:36:00 GMT
permalink Post: 5892857

Thanks for the reply in regard to operating in TRUE Bellerephon.

At my Airline I have only seen this procedure used before on Polar Routes. I had theorized the reason this was done on the Concorde was because you were crossing Isogonic Lines so rapidly this would minimise heading changes.

So much for my theory !

On another subject entirely was smoking permitted in the Cockpit ?

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.

stilton
August 27, 2010, 05:26:00 GMT
permalink Post: 5895282

During the early years of Concorde testing and Airline service I had read it was used as a 'target' for practice interceptions by the RAF.

Is there any truth to this and does anyone know the profiles that were flown ?

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.

stilton
September 01, 2010, 22:43:00 GMT
permalink Post: 5907435

Yes, in my humble opinion I vote this as my favourite thread of the year, it has been absolutely fascinating, educational and most enjoyable.

The technical insights revealed by the real operators have only added to the appeal of this Aircraft for me.

Bellerophon I found the photograph taken in the Cruise at FL600 and Mach 2 to be quite
stunning, what an amazing set of numbers to have in front of you as an Airline Pilot !

Thanks M2dude, ChristiaanJ, Bellerophon for your insiders view and all other contributors.

Subjects FL600

Links are to this post in the relevant subject page so that this post can be seen in context.

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.

stilton
September 07, 2010, 07:34:00 GMT
permalink Post: 5918858

M2Dude,

You mention a minor instrumentation difference between the AF and BA Concordes.

Were there any other technical differences between the two Airlines respective Concorde Fleets that come to mind ?

Subjects Air France British Airways

Links are to this post in the relevant subject page so that this post can be seen in context.

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.

stilton
September 08, 2010, 05:50:00 GMT
permalink Post: 5920992

Thanks again M2Dude, since we're into details, prior to the accident did BA and AF use different tyres ?

For some reason I thought that BA used Dunlop and AF Michelin.

I think they both changed to the new design Michelin after the accident, can you offer any more info on this tyre ?

I believe it's design was part of the changes for recertification ?

Any other info on the changes incorporated afther the accident would be welcome.

Subjects Air France Air France 4590 British Airways Tyres

Links are to this post in the relevant subject page so that this post can be seen in context.

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.

stilton
September 09, 2010, 05:27:00 GMT
permalink Post: 5923416

Thank you Exwok and M2Dude for your continuing information.

The Concorde tyres were obviously under enormous stress. The only other Aircraft that I can think off whose Tyres have such a hard life (on landing only of course!) are those installed on the Space Shuttle.

I would imagine, however these are replaced after each flight. How long would the Concorde Tyres last in normal service ?

Subjects Tyres

Links are to this post in the relevant subject page so that this post can be seen in context.

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.

stilton
September 11, 2010, 21:39:00 GMT
permalink Post: 5929158

Christiaan,

Since you were discussing the scenario of a nosewheel not lowering and that the CG was over the main wheels may I suggest a rather (amusing at least)
possibility ?!!

With a nose gear jammed up but all other gear lowered normally could the Flight Engineer pump fuel rearward adjusting the CG aft sufficiently to allow the Concorde to settle back on her 'Tailwheel'

I realise there would be some damage, especially in light of what has been said about the occasional tailwheel contacts but I imagine it would be less than lowering the unprotected forward fuselage onto the runway.

Of course some pax might have to move to the back of the cabin too !

If the CG was adjusted this far aft would there be controllability issues ?

There could finally be a use for the 'full down position of the visor' landing in this attitude !

Subjects C of G Landing Gear Tailwheel Visor

Links are to this post in the relevant subject page so that this post can be seen in context.

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.

stilton
September 12, 2010, 07:41:00 GMT
permalink Post: 5929597

ChristiaanJ

In my semi serious 'taildragger' post the reason I mentioned using the 'full down' position of the visor with an attempt to land in that configuration is this.

With an even higher than usual touch down / rollout attitude I theorized that visibility over the nose would be compromised without the visor lowered even further than normal !

Subjects Visor

Links are to this post in the relevant subject page so that this post can be seen in context.

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.

stilton
September 13, 2010, 02:51:00 GMT
permalink Post: 5931172

Thanks again ChristiaanJ, M2 Dude and Britt 312 for your educational, fascinating insights and answers to my questions.

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.

stilton
September 14, 2010, 08:40:00 GMT
permalink Post: 5933514

Thank you M2Dude.

All I did was ask a simple question, but I'm glad I did

In return you and your colleagues have provided us with an Aviation literary delight.

It has been like reading a great book

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.

stilton
September 21, 2010, 00:13:00 GMT
permalink Post: 5946618

The MD80 has similar looking strakes on the forward fuselage for similar reasons.

At least that was what we were told.

It Certainly was not an Aircraft you would want to stall !

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.

stilton
October 20, 2010, 08:57:00 GMT
permalink Post: 6006159

In a previous post it was mentioned there are three lights above each bank of engine instruments, one of these being green for 'go'

What engine parameters were monitored to provide this indication and how was this done ?

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.

stilton
October 20, 2010, 22:30:00 GMT
permalink Post: 6007791

Thanks FS and Brit for your detailed replys.

I can see the value of the green lights, one might say the system was an early form of EICAS engine monitoring ? !

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.

stilton August 13, 2010, 04:32:00 GMT permalink Post: 5866333	Concorde question Considering the era in which the Concorde was produced I am curious as to why there was no APU fitted. It would seem to have been quite an inconvenience at times. Was there ever any consideration given to fitting one and was the decision against the installation solely a weight issue ? Subjects APU (Auxiliary Power Unit) Links are to this post in the relevant subject page so that this post can be seen in context. 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.
stilton August 13, 2010, 23:36:00 GMT permalink Post: 5868330	Thanks M2Dude for your interesting and informative reply. 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.
stilton August 20, 2010, 01:31:00 GMT permalink Post: 5881023	Absolutely fascinating, the fuel burns are way beyond what I expected. One of my favourite sentences is that TOC=TOD ! It all makes sense though. Not to beat a dead horse, but, on the choice of location for APU, the 727 had a problem with this but for different reasons. Because of the location of the engines that were all mounted at the rear, the Aircraft was quite tail heavy and adding more weight with an APU in the tail section was not desirable. The solution found that I have not seen in any other Aircraft was to mount it in the wheel well transversely across the keel beam with the exhaust out and over the right wing. Quite unusual but it worked fine with the restriction that it could only be operated on the ground. Its all academic now but, just out of curiosity could this have worked on the Concorde ? Subjects APU (Auxiliary Power Unit) Links are to this post in the relevant subject page so that this post can be seen in context. 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.
stilton August 21, 2010, 05:51:00 GMT permalink Post: 5883379	With reference to the noise level in the Cockpit with the nose and visor up. How do you think this compared with say a 747 or 777 at Mach 2 and normal cruise climb levels (500-600) ? Thanks for the truly fascinating information. Subjects Boeing 747 Visor Links are to this post in the relevant subject page so that this post can be seen in context. 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.
stilton August 22, 2010, 06:32:00 GMT permalink Post: 5885013	Biggles78. No apology needed, I can't think of anything I have read on this forum that can compare to the delight of this thread. 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.
stilton August 22, 2010, 22:15:00 GMT permalink Post: 5886262	Christiaan J What happened to the Concorde at Dakar ? Last edited by stilton; 23rd August 2010 at 04:58 . Subjects Dakar Links are to this post in the relevant subject page so that this post can be seen in context. 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.
stilton August 25, 2010, 06:13:00 GMT permalink Post: 5890744	Bellerophon, if I may pick your brain a little further. In your superb photograph you posted earlier in the Mach 2 Cruise level at FL600 I notice that both RMI'S shown seem to be showing a heading of 230 while the heading on the HSI shows 220 with the annunciation TRUE above the HSI. Were you operating on TRUE headings in this case as it seems and what was the reason for this ? I am thinking that the RMI's are showing magnetic headings ? Subjects FL600 Links are to this post in the relevant subject page so that this post can be seen in context. 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.
stilton August 26, 2010, 02:36:00 GMT permalink Post: 5892857	Thanks for the reply in regard to operating in TRUE Bellerephon. At my Airline I have only seen this procedure used before on Polar Routes. I had theorized the reason this was done on the Concorde was because you were crossing Isogonic Lines so rapidly this would minimise heading changes. So much for my theory ! On another subject entirely was smoking permitted in the Cockpit ? 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.
stilton August 27, 2010, 05:26:00 GMT permalink Post: 5895282	During the early years of Concorde testing and Airline service I had read it was used as a 'target' for practice interceptions by the RAF. Is there any truth to this and does anyone know the profiles that were flown ? 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.
stilton September 01, 2010, 22:43:00 GMT permalink Post: 5907435	Yes, in my humble opinion I vote this as my favourite thread of the year, it has been absolutely fascinating, educational and most enjoyable. The technical insights revealed by the real operators have only added to the appeal of this Aircraft for me. Bellerophon I found the photograph taken in the Cruise at FL600 and Mach 2 to be quite stunning, what an amazing set of numbers to have in front of you as an Airline Pilot ! Thanks M2dude, ChristiaanJ, Bellerophon for your insiders view and all other contributors. Subjects FL600 Links are to this post in the relevant subject page so that this post can be seen in context. 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.
stilton September 07, 2010, 07:34:00 GMT permalink Post: 5918858	M2Dude, You mention a minor instrumentation difference between the AF and BA Concordes. Were there any other technical differences between the two Airlines respective Concorde Fleets that come to mind ? Subjects Air France British Airways Links are to this post in the relevant subject page so that this post can be seen in context. 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.
stilton September 08, 2010, 05:50:00 GMT permalink Post: 5920992	Thanks again M2Dude, since we're into details, prior to the accident did BA and AF use different tyres ? For some reason I thought that BA used Dunlop and AF Michelin. I think they both changed to the new design Michelin after the accident, can you offer any more info on this tyre ? I believe it's design was part of the changes for recertification ? Any other info on the changes incorporated afther the accident would be welcome. Subjects Air France Air France 4590 British Airways Tyres Links are to this post in the relevant subject page so that this post can be seen in context. 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.
stilton September 09, 2010, 05:27:00 GMT permalink Post: 5923416	Thank you Exwok and M2Dude for your continuing information. The Concorde tyres were obviously under enormous stress. The only other Aircraft that I can think off whose Tyres have such a hard life (on landing only of course!) are those installed on the Space Shuttle. I would imagine, however these are replaced after each flight. How long would the Concorde Tyres last in normal service ? Subjects Tyres Links are to this post in the relevant subject page so that this post can be seen in context. 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.
stilton September 11, 2010, 21:39:00 GMT permalink Post: 5929158	Christiaan, Since you were discussing the scenario of a nosewheel not lowering and that the CG was over the main wheels may I suggest a rather (amusing at least) possibility ?!! With a nose gear jammed up but all other gear lowered normally could the Flight Engineer pump fuel rearward adjusting the CG aft sufficiently to allow the Concorde to settle back on her 'Tailwheel' I realise there would be some damage, especially in light of what has been said about the occasional tailwheel contacts but I imagine it would be less than lowering the unprotected forward fuselage onto the runway. Of course some pax might have to move to the back of the cabin too ! If the CG was adjusted this far aft would there be controllability issues ? There could finally be a use for the 'full down position of the visor' landing in this attitude ! Subjects C of G Landing Gear Tailwheel Visor Links are to this post in the relevant subject page so that this post can be seen in context. 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.
stilton September 12, 2010, 07:41:00 GMT permalink Post: 5929597	ChristiaanJ In my semi serious 'taildragger' post the reason I mentioned using the 'full down' position of the visor with an attempt to land in that configuration is this. With an even higher than usual touch down / rollout attitude I theorized that visibility over the nose would be compromised without the visor lowered even further than normal ! Subjects Visor Links are to this post in the relevant subject page so that this post can be seen in context. 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.
stilton September 13, 2010, 02:51:00 GMT permalink Post: 5931172	Thanks again ChristiaanJ, M2 Dude and Britt 312 for your educational, fascinating insights and answers to my questions. 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.
stilton September 14, 2010, 08:40:00 GMT permalink Post: 5933514	Thank you M2Dude. All I did was ask a simple question, but I'm glad I did In return you and your colleagues have provided us with an Aviation literary delight. It has been like reading a great book 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.
stilton September 21, 2010, 00:13:00 GMT permalink Post: 5946618	The MD80 has similar looking strakes on the forward fuselage for similar reasons. At least that was what we were told. It Certainly was not an Aircraft you would want to stall ! 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.
stilton October 20, 2010, 08:57:00 GMT permalink Post: 6006159	In a previous post it was mentioned there are three lights above each bank of engine instruments, one of these being green for 'go' What engine parameters were monitored to provide this indication and how was this done ? 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.
stilton October 20, 2010, 22:30:00 GMT permalink Post: 6007791	Thanks FS and Brit for your detailed replys. I can see the value of the green lights, one might say the system was an early form of EICAS engine monitoring ? ! 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.

Posts by user "stilton" [Posts: 60 Total up-votes: 1 Page: 1 of 3]¶