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Old 12th Sep 2010, 19:04
  #333 (permalink)  
Brit312
 
Join Date: May 2002
Location: UK
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Blue Concorde

The logic of the C of G limit warnigs were

1st stage warning then the F/E rectifys it by moving the fuel

2nd stage warning was considered a more dangerous exceedence and would be remedied by the F/E moving fuel and the pilot slowing or speeding up the aircraft depending on which limit had been triggered

The aft limit second stage warning was a flashing light and a stick shaker to which the natural response from the pilot is to speed up Now you can see from your diagram that above M1.6 increasing will not improve the siuation if the aft boundry has been infringed. Therefore to prevent an auto response from the pilot to a stick shaker [ push the nose down and speed up] the 2nd stage aft warning was not available after M1.6


Tanks 5 and 7 were operated as a pair as were tanks 6 and 8
Because of the odd shapes of the tanks when you were transferring from the set 5 and 7 the F/E had to pump fuel across the ship to keep lateral trim.
Once they were empty and 6 and 8 were being used then again due to their shape the F/E had to transfer fuel across the aircraft to keep lateral trim ,but this time in the opposite direction . well it stopped him getting bored
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