Concorde question
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Dear CliveL,
Accept please our admiration reading you in PPRuNe's forum in your difficult condition giving us an example of courage and dynamism who where ingredients of your professional success with your skills and work.
Best wishes, Thank you,
Accept please our admiration reading you in PPRuNe's forum in your difficult condition giving us an example of courage and dynamism who where ingredients of your professional success with your skills and work.
Best wishes, Thank you,
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CliveL, Bellerophon, EXWOK and others; THANK YOU for an immensely interesting thread! Surely the best thread ever here on PPRuNe! Reading what you have written, I can sense the pride and satisfaction you display, even through the forum, from having been a part of the Concorde story. It must have been intensely interesting, challenging and rewarding. I've been at Duxford a couple of times and been inside and around 101, and what an experience it is just to stand next to one! What I'd give to be able to fly the Concorde instead of the 737s I plod around in now... At least I get to enjoy the other end of the speed range in Tiger Moths and Chipmunks 
I'd love to see one of the ex-BA ones in the UK at some point. It's on my to-do list!
I'd love to see one of the ex-BA ones in the UK at some point. It's on my to-do list!
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Concorde Thread Status
Dear Mods, given what this iconic aircraft represents, the commitments to those who have spent their lives either designing, building, flying or supporting this aircraft - and to those same special people posting their own personal experiences on here, could we please have this unique thread placed somewhere safe and visible where it won't become 'lost' ?
Thank you
Thank you
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Hi
Forgive me for interrupting the thread but it seemed a good place to ask my question with all the knowledge posted even though mine is not a technical query. I have a painting of Concorde in prototype or Development livery I believe, painted in 1982. The numbering on the wing is I believe 1-GEE. I am trying to find some history on the actual Concorde in the painting however after researching for many hours I can find no information on any Concorde bearing these markings. Would anyone have any ideas? The artist was normally meticulous in detail and would not normally paint something that had not existed. Any help would be much appreciated thanks.
Forgive me for interrupting the thread but it seemed a good place to ask my question with all the knowledge posted even though mine is not a technical query. I have a painting of Concorde in prototype or Development livery I believe, painted in 1982. The numbering on the wing is I believe 1-GEE. I am trying to find some history on the actual Concorde in the painting however after researching for many hours I can find no information on any Concorde bearing these markings. Would anyone have any ideas? The artist was normally meticulous in detail and would not normally paint something that had not existed. Any help would be much appreciated thanks.
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leb001,
I'm afraid 1-GEE is a nonsense registration. A British Concorde registration would be "G-" followed by four letters.
But, if you can post a photo of the painting, it may be possible to determine which aircraft it is.
I'm afraid 1-GEE is a nonsense registration. A British Concorde registration would be "G-" followed by four letters.
But, if you can post a photo of the painting, it may be possible to determine which aircraft it is.
Here's a link to the six development aircraft, with pix of all of them.
CONCORDE SST : PROTOTYPE FLEET
Several had different paint schemes throughout their history, so that may not be definitive. But there are variations that can narrow down which might be in your painting: long or short tailcone, and small window or large greenhouse cockpit visor.
Three of the six are British G registrations, and three have French F-numbers. Three have "...01" production numbers. As ChristiaanJ says, none would be registered "1-GEE" - but that might have been something added for a specific test flight or for some other reason unrelated to registration. They were repainted occasionally (including one painted in BA livery on one side and AF livery on the other, for a time.)
CONCORDE SST : PROTOTYPE FLEET
Several had different paint schemes throughout their history, so that may not be definitive. But there are variations that can narrow down which might be in your painting: long or short tailcone, and small window or large greenhouse cockpit visor.
Three of the six are British G registrations, and three have French F-numbers. Three have "...01" production numbers. As ChristiaanJ says, none would be registered "1-GEE" - but that might have been something added for a specific test flight or for some other reason unrelated to registration. They were repainted occasionally (including one painted in BA livery on one side and AF livery on the other, for a time.)
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What a great thread to have stumbled upon, spent the better part of this week reading it and wanted to share two of my Concorde stories.
I was up at KOSH when Concorde visited in 1994 and while you can still go on the flight line today, back then you could really get close. I remember walking across the camping area right along the northwest end of 18/36 as she came back from a tour, she was so close you could almost touch her. Coming in it was eerily silent but as she slipped past the noise was deafening and she touched right on the numbers. About two seconds later her wash settled and every tent and loose object in a 100 yard area blew all over the place. It is hard to describe in words but the picture is so visual in my mind today.
The best though was later that day I was departing in the great AC560 on 27 at the same time Concorde went out for another tour on 18. We turned crosswind to the south just as she started her roll. Maximum continuous on the GO-480's as we raced her down the length of 18 where obviously she passed us about half way and vaulted into the sky. Shortly after rotation we were both at about the same altitude and we had almost cleared the end of 18 (Concorde was maybe 1-2 miles in front of us) and she did a magnificent I am guessing 30-45 degree bank to 270 and cut across our windshield in full splendor afterburners and all.
To this day I love telling about the time I flew the pattern with Concorde once. How many can say that (an I am guessing there is only two Concorde pilots who can attest to flying the pattern with an AC560 ever!).
Thanks to all those who made this and many other Concorde memories BA/AF both for me!
I was up at KOSH when Concorde visited in 1994 and while you can still go on the flight line today, back then you could really get close. I remember walking across the camping area right along the northwest end of 18/36 as she came back from a tour, she was so close you could almost touch her. Coming in it was eerily silent but as she slipped past the noise was deafening and she touched right on the numbers. About two seconds later her wash settled and every tent and loose object in a 100 yard area blew all over the place. It is hard to describe in words but the picture is so visual in my mind today.
The best though was later that day I was departing in the great AC560 on 27 at the same time Concorde went out for another tour on 18. We turned crosswind to the south just as she started her roll. Maximum continuous on the GO-480's as we raced her down the length of 18 where obviously she passed us about half way and vaulted into the sky. Shortly after rotation we were both at about the same altitude and we had almost cleared the end of 18 (Concorde was maybe 1-2 miles in front of us) and she did a magnificent I am guessing 30-45 degree bank to 270 and cut across our windshield in full splendor afterburners and all.
To this day I love telling about the time I flew the pattern with Concorde once. How many can say that (an I am guessing there is only two Concorde pilots who can attest to flying the pattern with an AC560 ever!).
Thanks to all those who made this and many other Concorde memories BA/AF both for me!
Remember the occasion well AC560. Was standing at the barrier paralleling the runway during one of her take offs, right where the main gear broke ground. Thought we were insanely close, seemed you could have reached out and touched her, and don't mention the noise. Beautiful, beautiful, what an experience. I'm sure the nanny state that prevails today would have the barrier so far back you would need binoculars.
Former Concorde Captain Keith Myers was one of my IR procedural instructors around 13yrs ago at Redhill. He had some fascinating stories about the early days of operations. Flying circuits at Shannon for example.
I recall a story about timing from break release to Supersonic, I think, from Shannon. Would 9 minutes be realistic? I forget the detail.
I recall a story about timing from break release to Supersonic, I think, from Shannon. Would 9 minutes be realistic? I forget the detail.
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NineEighteen -
9mins brake release to M1.0 sounds about right from SNN; out of JFK we consistently achieved M1.0 10mins after brake release and that was with a noise-abatement departure which added a little time.
9mins brake release to M1.0 sounds about right from SNN; out of JFK we consistently achieved M1.0 10mins after brake release and that was with a noise-abatement departure which added a little time.
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10 minutes to Mach 1?? What rate of climb was obtained once everything was stabilised and climb speed was reached (obviously without any step restrictions)?? In my world (and everyone's now, unfortunately) a full contingent of passengers would be lifted to maybe +/- 20,000 feet in that time, not supersonic territory at that altitude without government instructions and an enemy!!
I take it Barbados was similar? 3 2 1 Now, and the next touch of the throttles was at top of descent at the other end??
Been stated before, but John Hutchinson's interview on the OmegaTau podcast, and the video of Dave Rowland and Roger Bricknell going to JFK and back are essential for any self respecting enthusiast... I don't suppose they are the real names of some of the experts contributing to this thread are they?
I take it Barbados was similar? 3 2 1 Now, and the next touch of the throttles was at top of descent at the other end??
Been stated before, but John Hutchinson's interview on the OmegaTau podcast, and the video of Dave Rowland and Roger Bricknell going to JFK and back are essential for any self respecting enthusiast... I don't suppose they are the real names of some of the experts contributing to this thread are they?
@ BN2A
I'm sure the real experts will "adjust" my understanding - but I believe Concorde, loaded for the transatlantic "Sierra" routes, could hit about 5000 fpm peak VS when climbing at 400 KIAS between ~10,000 and ~28,000 feet (wherever 400 KIAS = M 0.99). Leaving a coastal airport (New York, Barbados, Dakar), she would quickly be clear of land and could more or less transition directly through Mach 1 as soon as she reached 28-30,000 feet.
Those 4 Olympus engines could maintain Mach 2 with no afterburner at 50,000+ feet, so they had tons of excess power down low. Again my understanding is that they stayed at 100% dry thrust from brake release until TOD (except for subsonic cruise segments), with the AB added for takeoff, and when accelerating from Mach 0.96 through Mach 1.7.
Mach 2.00 was reached in about 30 minutes @ ~51,300 feet, depending on atmospherics - a relatively long slow slog compared to the initial climb and acceleration.
From inland airports such PDG or Heathrow, there was a "pause" for level subsonic cruise (M 0.94-0.96) in the high 20s until clear of the coastline by 20 miles (over La Manche or the mouth of the Bristol Channel.)
@ leb001 - greenhouse visor, BA livery, and short tail - probably G-AXDN (aircraft 101). Although I'll defer to the experts, as always.
I'm sure the real experts will "adjust" my understanding - but I believe Concorde, loaded for the transatlantic "Sierra" routes, could hit about 5000 fpm peak VS when climbing at 400 KIAS between ~10,000 and ~28,000 feet (wherever 400 KIAS = M 0.99). Leaving a coastal airport (New York, Barbados, Dakar), she would quickly be clear of land and could more or less transition directly through Mach 1 as soon as she reached 28-30,000 feet.
Those 4 Olympus engines could maintain Mach 2 with no afterburner at 50,000+ feet, so they had tons of excess power down low. Again my understanding is that they stayed at 100% dry thrust from brake release until TOD (except for subsonic cruise segments), with the AB added for takeoff, and when accelerating from Mach 0.96 through Mach 1.7.
Mach 2.00 was reached in about 30 minutes @ ~51,300 feet, depending on atmospherics - a relatively long slow slog compared to the initial climb and acceleration.
From inland airports such PDG or Heathrow, there was a "pause" for level subsonic cruise (M 0.94-0.96) in the high 20s until clear of the coastline by 20 miles (over La Manche or the mouth of the Bristol Channel.)
@ leb001 - greenhouse visor, BA livery, and short tail - probably G-AXDN (aircraft 101). Although I'll defer to the experts, as always.
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leb001,
While it's a nice pic, the artist has been taking a fair amount of artistic liberties....
For instance, the door located at the forward end of the wing, just forward of the emergency exit, is pure fiction.
The tail is something between proto and production.
As said, the registration is a few paint smears, and does not correspond to anything real.
AFAIK, G-AXDN (01) never had a British Airways livery.
I'd suggest the picture could have been inspired by DG, or SA (but in that case the BA livery is on the wrong side), or one of the production aircraft delivered to BA in the period that livery was used (such as G-BOAC).
I would consider it as a generic British Airways Concorde from the early days. I don't think there was an attempt to carefully depict one particular aircraft.
Hope this helps!
While it's a nice pic, the artist has been taking a fair amount of artistic liberties....
For instance, the door located at the forward end of the wing, just forward of the emergency exit, is pure fiction.
The tail is something between proto and production.
As said, the registration is a few paint smears, and does not correspond to anything real.
AFAIK, G-AXDN (01) never had a British Airways livery.
I'd suggest the picture could have been inspired by DG, or SA (but in that case the BA livery is on the wrong side), or one of the production aircraft delivered to BA in the period that livery was used (such as G-BOAC).
I would consider it as a generic British Airways Concorde from the early days. I don't think there was an attempt to carefully depict one particular aircraft.
Hope this helps!