Point taken GF, but it was discovered during development flying that that the Olympus 593 could be relit, given sufficient IAS, at almost any altitude within the normal flight envelope. The variable inlet would even be automatically scheduled, as a funcion of N1, in order to improve relight performance at lower Mach numbers. I certainly agree that you would decelerate and lose altitude fairly quickly under these conditions, however a multiple flame out was never experienced during the entire 34 years of Concorde flight testing and airline operation. There was, as a matter of interest an un-commanded deployment of a Concorde RAT AT MACH 2!! (The first indications of the event were when the cabin crew complained about 'a loud propeller sound under the rear cabin floor'. A quick scan of the F/E's panel revealed the truth of the matter). The aircraft landed at JFK without incident, and the RAT itself, apart from a very small leak on one of the hydraulic pumps, was more or less un-phased by the event. Although it sounds horrific, a prop rotating in a Mach 2 airstream, the IAS it 'felt' would be no more than 530 KTS at any time. The RAT was of course replaced before the aircraft flew back to LHR.
Not quite sure about your reference to the RAT on an F16 being Hydrazine powered; a Ram Air Turbine is just that, using the freely rotatting propellor to power hydraulics, electrics or both. Or do you mean the the F16 has an emergency power unit? Either way, it's fascinating stuff.
Yes, I do remember that the Germans used Hydrazine as a fuel during WW2: The father of one of our Concorde pilots was on an air raid to destroy one o the production plants there, this aviation business is such a small world.
