Non-Subscriber Extract
AEROSPATIALE CONCORDE
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| 25 July 2000 |
TypeFour-jet supersonic transport aircraft.
Programme
Anglo-French negotiations concerning the development of a supersonic transport aircraft culminated on 29 November 1962 in the signing of two agreements, one between the French and British governments, the other between the manufacturers to whom the project was entrusted. The agreements provided for the manufacture of two Concorde prototypes, followed by two preproduction aircraft and two airframes for static and fatigue testing. First flight (s/n 001) took place on 2 March 1969. The static test programme was completed in September 1973 and this airframe was tested to destruction in June 1974. Fatigue testing was programmed to continue until two aircraft `lives' (about 48,000 flights) had been attained.
The planned flight test programme, involving the two prototype, two preproduction and first four production Concordes, achieved its target of 5,335 hours flying at the time when the full passenger-carrying certificate of airworthiness was granted by the SGAC and CAA in late 1975.
By
the beginning of 1979, a total of 19 Concordes
had flown, including 15 production models. The 16th and last production
aircraft first flew on 20 April 1979. In development and test flying with
the manufacturers 2,930 flights had then been made, of which 1,800 involved
flight at supersonic speeds. A total of 6,560 hours block time had been
amassed, including 2,450 hours supersonic. In addition, up to the Summer
of 1979, airline service had involved 7,600 flights amounting to 26,000
hours.Airframe development and production of the Concorde were undertaken jointly by Aerospatiale and BAe, with two final assembly lines, at Toulouse and Filton respectively. There was no duplication of main production jigs.
Aerospatiale was responsible for development and production of the rear cabin section, wings and wing control surfaces, hydraulic systems, flying controls, navigation systems, radio and air conditioning. The automatic flight control system was designed by Marconi (now GEC-Marconi) in the UK and SFENA (now Sextant Avionique) in France, under contract to Aerospatiale. BAe was responsible for the three forward sections of the fuselage, the rear fuselage and vertical tail surfaces, the engine nacelles and ducting, the electrical system, sound and thermal insulation, oxygen system, fuel system, engine installation, and fire warning and extinguishing systems.
The
first two production aircraft were flown on 6 December 1973 at Toulouse
and 13 February 1974 at Filton, each attaining a speed of approximately
868 kt (1,610 km/h; 1,000 mph) on its first flight. Third and fourth production
aircraft flew for the first time at Toulouse and Filton on 31 January and
27 February 1975 respectively. Special category certificates of airworthiness
were granted in May and June 1975 by the SGAC and CAA, anticipating the
full airworthiness certificates which were granted on 13 October and 5 December
1975. The fifth and sixth production aircraft made their first flights on
25 October and 5 November 1975 respectively, and the next four production
aircraft were delivered to Air France and British Airways (two each) in
1976. Nos 11 and 12 first flew 10 February and 17 March 1977, followed by
No 14 on 21 April 1978, No 13 on 26 June 1978 and No 15 on 26 December 1978.British Airways and Air France each received seven aircraft. Air France has since removed one aircraft from service permanently.
In 1977 and 1978 BAe flight tested modifications to the wing and tail control surfaces designed to reduce drag and fuel consumption. These modifications which consisted of an approximate 0.61 m (2 ft) increase in the fin chord and an approximate 0.05 m (2 in) increase in the chord of the elevons and rudder were designed to reduce fuel consumption by approximately 680 kg (1,500 lb) on a flight of 3,500 n miles (6,485 km; 4,030 miles). Also in 1978, BAe flight tested a new thinner air intake lip. This modification reduced fuel consumption by approximately 1,360 kg (3,000 lb) on a supersonic flight of 3,500 n miles (6,485 km; 4,030 miles).
On 2 March 1999, the 30th anniversary of Concorde's first flight, an average total 10 aircraft had flown 920,000 hours, more than 600,000 hours at supersonic speed.
Upgrades
British Airways interior/exterior upgrade: See following entry.
British Airways: Received approval from the US FAA 22 November
1995 for modified Collins antenna for Traffic Alert and Collision Avoidance
System (TCAS). Collins has delivered 12 antennas to British Airways and
nine to Air France. All Concordes are to be equipped with TCAS.
British Aerospace: Concorde life extension to 8,500 flights has
been granted by the Airworthiness Authorities for British Airways aircraft
following manufacturer's studies.
Design
Features
Cantilever low-wing of ogival delta planform. Thickness/chord ratio 3
per cent at root 2.15 per cent from nacelle outboard. Slight anhedral.
Flying Controls
Six elevons in three pairs on trailing-edge of each wing, of aluminium
alloy honeycomb construction. Each elevon pair is independently operated
by a tandem jack, each half supplied from an independent hydraulic source
and controlled by a separate electrical system. Dowty Boulton Paul power
control units. Hydraulic artificial feel units protect the aircraft against
excessive aerodynamic loads induced by pilot through over-control. Autostabilisation
is provided. Autopilot control is by signals fed into normal control circuit.
No high-lift devices. Two independent two-section aluminium honeycomb
rudder controlled in same way as elevons.
Structure
The wing is a continuous camber structure with multispar torsion box,
manufactured mainly from RR.58 (AU2GN) aluminium alloy. Integrally machined
components used for highly loaded members and skin panels. In centre wing,
spars are continuous across fuselage, the spars and associated frames
being built as single assemblies extending between the engine nacelles.
Forward wing sections built as separate components attached to each side
of fuselage, spar loads being transferred to cross-members in lower part
of main fuselage frames. The fuselage is a mainly conventional pressurised
aluminium alloy semi-monocoque structure of constant cross-section, with
unpressurised nose and tail cones. Hoop frame at approximately 0.55 m
(21.5 in) pitch support integrally machined panels having closely pitched
longitudinal stringers. Window surround in passenger cabin formed of integral
skin-stringer panels machined from aluminium alloy planks. Nose is drooped
hydraulically to improve forward view during take-off, initial climb,
approach and landing. Retractable visor is raised hydraulically to fair
in windscreen in cruising flight. The tail unit is a vertical fin and
rudder only. Fin is multispar torsion box of similar construction to wings.
Each engine nacelle consists of hydraulically controlled variable-area
(by ramp) air intake, engine bay and nozzle support structure. Intakes
are of RR.58 or AU2GN aluminium alloy with steel leading-edges. The engine
bay has an Inconel centre wall with aluminium alloy forward doors and
titanium rear doors. The nozzle bay, aft of the rear spar, is of welded
Stresskin sandwich panels and heat-resistant nickel alloys. Reverser buckets,
which are also used as secondary nozzle, are actuated by ball-screw jacks
driven by compressed air through flexible shafts. Leading-edges of intakes,
rear ramp sections and intake auxiliary door are electrically de-iced.
Engine nose bullet and inlet guide vanes are de-iced by hot engine bleed
air.
Landing Gear
Hydraulically retractable tricycle type. Messier-Hispano nose and main
units, with either Kléber, Dunlop or Goodyear wheels and tyres.
Twin-wheel steerable nose unit retracts forward. Four-wheel bogie main
units retract inward. Oleo-pneumatic shock-absorbers. Mainwheels and tyres
size 47 × 15.75-22, pressure 12.9 bars (187 lb/sq in). Nosewheels
and tyres size 31 × 10.75-14, pressure 12 bars (174 lb/sq in). Dunlop
carbon disc brakes. SNECMA (Hispano) SPAD anti-skid units. Retractable
tail bumper. Strengthened wheels of 15.75 × 22.1 diameter, fitted
with reinforced tyres at 16 bars (232 lb/sq in) were fitted in September
1982 to all aircraft.
Power Plant
Four Rolls-Royce/SNECMA Olympus 593 Mk 610 turbojet engines, each rated
at 169.3 kN (38,050 lb st) with 17 per cent afterburning, and Type 28
thrust reversers. Fuel system is used also as heat sink and to maintain
aircraft trim. All tanks are of integral construction and are in two groups,
with total usable capacity of 119,786 litres (31,645 US gallons; 26,350
Imp gallons). Main group comprises five tanks in each wing and four tanks
in fuselage and maintains CG automatically in cruising flight. Trim tank
group (three tanks) comprises two tanks at the front and a tank of 13,150
litres (3,473 US gallons; 2,892 Imp gallons) capacity in fuselage beneath
tail fin. This group maintains correct relationship between CG and aerodynamic
centre of pressure by transferring fuel rearward during acceleration and
forward during return to subsonic flight. Four pressure refuelling points
in bottom fairing, two forward of each main landing gear unit. Oil capacity
22.75 litres (6 US gallons; 5 Imp gallons) per engine.
Accommodation
Pilot
and co-pilot side by side on flight deck, with third crew member behind
on starboard side. Provision for supernumerary seat behind pilot. Wide
variety of four-abreast layouts to suit individual requirements of airlines.
With all normal toilet and galley service facilities, up to 128 economy
class passengers can be carried with 86 cm (34 in) seat pitch. A version
with 144 passenger seats at 81 cm (31 in) pitch is available. Normal configuration
for both British Airways and Air France is now 100 passengers. Toilets
at front and centre of cabin. Baggage space under forward cabin and aft
of cabin. Passenger doors forward of cabin and amidships on port side,
with service doors opposite. Baggage door aft of cabin on starboard side.
Emergency exits in rear half of cabin on each side. Two galley areas.
Systems
BAe air conditioning system, comprising four independent subsystems, with
Hamilton Standard heat exchangers. Pressure differential 0.74 bars (10.7
lb/sq in). In each subsystem the air passes through a primary ram-air
heat exchanger to an air cycle cold-air unit and then through secondary
air/air and air/fuel heat exchangers. The air is then mixed with hot air
and fed to cabins, flight deck, baggage holds, landing gear, equipment
and radar bays. Hydraulic services utilise two primary systems and one
standby, pressure 276 bars (4,000 lb/sq in), each actuated by two engine-driven
pumps. Temperature of the oronite M.2V fluid is limited by heat exchangers,
main systems actuate flying control surfaces, artificial feel units, landing
gear, wheel brakes, nosewheel steering, windscreen visor, nosecone droop,
engine intake ramps and fuel pumps in rear transfer tank. Electrical system
powered by four 60 kVA engine-driven constant-speed brushless alternators
giving 200/115 V AC at 400 Hz. Four 150 A transformer-rectifiers and two
25 Ah batteries provide 28 V DC supply. Wing leading-edges ahead of air
intakes are de-iced electrically. No tail unit de-icing.
Avionics
SFENA/Marconi Avionics (now Sextant Avionique and GEC-Marconi respectively)
Automatic Flight Control System (AFCS). AC Delco Carousel IVA primary
navigation system comprises three identical inertial platforms, each coupled
to a digital computer to form three self-contained units, two VOR/ILS
systems, one ADF (GEC-Marconi AD-380 in British Airways aircraft), two
DME systems, one marker, two receiver RCA AVQ-X weather radars and two
TRT (now Thomson TRT-Défense) AHV-5 radio altimeters. Plessey (now
Siemens Plessey) flight data recording system in British Airways aircraft.
Provision for supplementary system including a long-distance radio fixing
system of the Loran C type. Optional equipment includes a second ADF.
Basic communications equipment consists of two VHF and two HF transceivers,
one Selcal decoder and two ATC transponders (Cossor SSR 2700 in British
Airways aircraft). Nose radome by Reinforced Microwave Plastics. Provision
for a third VHF transceiver and datalink equipment. Collins TCAS.
Dimensions, External
| Wing span | 25.56 m (83 ft 10 in) |
| Wing aerodynamic reference chord at root | 27.66 m (90 ft 9 in) |
| Wing aspect ratio | 1.7 |
| Length overall | 62.10 m (203 ft 9 in) |
| Height overall | 11.40 m (37 ft 5 in) |
| Fin aerodynamic reference chord at base | 10.59 m (34 ft 9 in) |
| Wheel track | 7.72 m (25 ft 4 in) |
| Wheelbase | 18.19 m (59 ft 81/4 in) |
| Passenger doors (each): Height | 1.67 m (5 ft 53/4 in) |
| Width | 0.76 m (2 ft 6 in) |
| Height to sill: fwd | 4.88 m (16 ft 0 in) |
| amidships | 4.74 m (15 ft 7 in) |
| Service doors (each): Height | 1.22 m (4 ft 0 in) |
| Width | 0.61 m (2 ft 0 in) |
| Height to sill: fwd | 4.88 m (16 ft 0 in) |
| amidships | 4.75 m (15 ft 71/2 in) |
| Baggage hold door (underfloor): | |
| Length | 0.99 m (3 ft 3 in) |
| Width | 0.84 m (2 ft 9{1/5} in) |
| Height to sill | 3.54 m (11 ft 7 in) |
| Baggage hold door (rear, stbd): | |
| Height | 1.52 m (5 ft 0 in) |
| Width | 0.76 m (2 ft 6 in) |
| Height to sill | 4.04 m (13 ft 3 in) |
Dimensions, Internal
| Cabin: Length, flight deck door to rear pressure bulkhead, incl galley and toilets | 39.32 m (129 ft 0 in) |
| Width | 2.63 m (8 ft 71/2 in) |
| Height | 1.96 m (6 ft 5 in) |
| Volume | 238.5 m3 (8,440 cu ft) |
| Baggage/freight compartments: | |
| underfloor | 6.43 m3 (227 cu ft) |
| rear fuselage (total) | 13.31 m3 (470 cu ft) |
Areas
| Wings, gross | 358.25 m2 (3,856 sq ft) |
| Elevons (total) | 32.00 m2 (344.44 sq ft) |
| Fin (excl dorsal fin) | 33.91 m2 (365 sq ft) |
| Rudder | 10.40 m2 (112 sq ft) |
Weights and Loadings
| Operating weight empty | 78,700 kg (173,500 lb) |
| Typical payload | 11,340 kg (25,000 lb) |
| Max payload | 12,700 kg (28,000 lb) |
| Max T-O weight | 185,065 kg (408,000 lb) |
| Max zero-fuel weight | 92,080 kg (203,000 lb) |
| Max landing weight | 111,130 kg (245,000 lb) |
| Max wing loading | approx 488 kg/m2 (1,000 lb/sq ft) |
| Max power loading | approx 268 kg/kN (2.5 lb/lb st) |
Performance
| Max cruising speed at 15,635 m (51,000 ft) | M2.04 or 530 kt CAS, whichever is the lesser, equivalent to TAS of 1,176 kt (2,179 km/h; 1,345 mph) |
| T-O speed | 214 kt (397 km/h; 246 mph) |
| Landing speed | 162 kt (300 km/h; 187 mph) |
| Rate of climb at S/L | 1,525 m (5,000 ft)/min |
| Service ceiling | approx 18,290 m (60,000 ft) |
| Min ground turning radius | 21.7 m (71 ft 0 in) |
| Runway LCN at max T-O weight | 90 |
| T-O weight to 10.7 m (35 ft) | 3,410 m (11,200 ft) |
| Landing from 10.7 m (35 ft) | 2,220 m (7,300 ft) |
| Range with max fuel, FAR reserves and 8,845 kg (19,500 lb) | 3,550 n miles (6,580 km; 4,090 miles) |
| Range with max payload, FAR reserves: | |
| at M0.95 at 9,100 m (30,000 ft) | 2,760 n miles (5,110 km; 3,180 miles) |
OPERATIONAL NOISE CHARACTERISTICS
(FAR Pt 36)
| T-O noise level | 119.5 EPNdB |
| Approach noise level | 116.7 EPNdB |
| Sideline noise level | 112.2 EPNdB |
BAe/Aerospatiale
Concorde four-jet supersonic passenger aircraft
(Paul Tompkins)
(1999)
BAe/Aerospatiale
Concorde with four Rolls-Royce/SNECMA Olympus
593 Mk 610 turbojets (Paul Tompkins)
(1999)
BAe/Aerospatiale
Concorde of British Airways (Paul Tompkins)
(1999)
| |
BAe/Aerospace
Concorde, one of six currently operated by
Air France (2000) |
| Height (m): | 11.40 |
| Length (m): | 62.10 |
| Max Range (nm): | 3550 |
| Max Rate Climb (m/min): | 1525 |
| Max T-O Weight (kg): | 185065 |
| Wing Span (m): | 25.56 |