As promised here are the answers to our trivia quiz.
1) How many fuel tanks were there on Concorde?
Actually there were 14 (but if you are not necessarily a Concorde person, 13 is acceptable). There were '13 fuel tanks, numbered 1 - 11' as we used to tell all the visitors to the aircraft, (The wingtip tanks 5A & 7A making up the extra 2) PLUS a single small scavenge tank at the rear of the aircraft that was used to remove fuel from the vent lines and return this fuel via a transfer pump back to tank 3. (A fuel level sensor would trigger the pump with only 1 US Gallon of fuel in the tank). If the trim gallery became over-pressurised (ie tank 3 already full to the brim) an overflow relief valve (ORV) underneath the rear of the aircraft would open and dump the contents of the tank overboard. There was a flight deck indication if the scavenge pump was running in flight to give the crew an indication that a tank somewhere was probably over-filling and to take the appropriate action. There was one added goody about the ORV; If you were on the ground with the refuel door open and due to a refuelling overfill anywhere, fuel entered the scavenge tank, at 7 gallons the ORV would open and rapidly dump the fuel on the floor. For this reason a vent pipe and fuel drum was often placed underneath the ORV during high load refuels. If this was not fitted and you just happened to walk underneath the aircraft at the wrong moment during fuelling........ 
As a total aside to all this (or me going off on a tangent yet again) the fuel tanks themselves were gently air pressurised above 44,000' to around 2.2 PSIA. This was to prevent the beginnings of any boiling of the fuel in the tanks, due to the low ambient pressure/high fuel temperatures, causing pump cavitation. (Boiling itself could not occur much below 65,000'). A small NACA duct at the right side of the fin was used to supply the ram air for tank pressurisation, the two vent valves in the tail cone, one per trim gallery, closing off automatically at around 44,000', the pressure being controlled by a pneumatic valve, with full automatic over-pressure protection. OK sorry guys and gals, back to the answers:
2) How many seats were there?
This is the stinker.... there were 114 (although at entry into service there were 115!!). 100 passenger seats + 6 cabin crew seats + 5 flight deck seats (including the fold up seat in the aisle at the rear) PLUS 3 LOO SEATS (Originally 4 loos, the fourth loo being removed in the early 1980's). 
3) At what approximate altitude and KNOTS EAS was Mach 2 achieved?
50,189' and 530 KEAS, but we'll settle for anything around FL500 being correct. 
4) Only one BA Concorde had three different registrations, what was it?
Aircraft 216, G-BOAF, the last Concorde ever built. When 216 first flew in 1979 she was a variant 192 'British Unsold Aircraft' and was registered as G-BFKX. In late 1979, BA purchased the aircraft and it was subsequently converted to a Type 102 British Airways variant, and after modifications were complete, test flights were carried out from Filton under the registration of G-N94AF. This registration was to enable the aircraft to participate in the Braniff interchange between IAD and DFW, but when the Braniff Concorde adventure unfortunately ended in 1980, she was again re-registered to G-BOAF, this is how she was delivered to BA later that year. 
5) What was the maximum permitted altitude in passenger service?
Easy one this I hope; 60.000'. (As we've said before this limitation was imposed because of the dual window failure / emergency descent time consideration, not as a performance issue. On test flights 63,000' was routinely attained, and altitudes of up to 68,000' were achieved during development flying. (On her maiden flight, G-BOAB achieved 65,000' and Mach 2.04; the first British constructed Concorde to achieve Mach 2 on her maiden flight, and the ONLY one of the original five BA aircraft to achieve this).
6) How many wheels on the aircraft
Hopefully an easy one... there were TWELVE: 2 nose wheels, 8 main wheels and 2 tail wheels. (No, even I'm not nasty enough to include the wheels on the bar trolleys 
). Oh, and there were 9 wheel brakes, one for each main wheel and as was mentioned in a previous post, a single steel disc brake for the nose wheels (the nose having a live axle), for automatic use during gear retraction only. 
7) How many flying control modes were there?
Three modes; Blue electronic signalling, green electronic signalling and mechanical signalling. I suppose we COULD be pedantic here and include the Emergency Flight Control mode where even with a jammed control column/control wheel, strain gauges (and Safety Flight Control Computers of course) would still enable you to control the elevons.
8) How many positions of nose droop were there?
OK, three basically. Up (Duh!), 5 degrees for taxi/take off and low speed flight and 12.5 degrees for landing. As ChristiaanJ quite rightly pointed out in an earlier post, the prototype (and pre-production) aircraft landing position was 17.5 degrees of droop. (In my view the nose of the aircraft looked a little like an armadillo in this extreme configuration).
9) What was the first microprocessor application on the aircraft?
In 1977 the new digital Plessey PVS 1580 Aircraft Integrated Data System was progressively fitted to the BA fleet, this being the first microprocessor application on Concorde, this application being followed in several other systems during the life of the aircraft. The 'final' applications being TCAS and the superb retrofitted Bendix RDR-4A weather radar system.
10) How many main electrical sources were there?
No we are not including torch batteries and emergency lights etc.
There were a total of seven main power sources: 4 x 60KVA AC generators, one per engine, a single 40KVA hydraulically powered emergency generator and 2 lead acid (or ni-cad in the case of G-BOAG) main aircraft batteries. (Not a terribly Re-Volting question I hope).
I hope this quiz was fun and not too perplexing to any of you guys.
Dude