Shaggy Sheep Driver
I personally agree about that photo, YUCH!!
Now about the cabin pressure thing: The pressurisation system would control to a MAXIMUM differential of 10.7 PSIG. Now at 60,000' the static pressure is 1.04 PSIA and at that altitude we would not QUITE be able to hold a cabin altitude of 6000', more like 6,200-6,300'. This is because 6000' altitude corresponds to a static pressure of 11.78 PSIA, giving us a diff' of 10.76 PSIG. Still as near as dammit mind, and for the MAJORITY of Atlantic crossings 6000' was fine. Such a 'civilised' cabin pressure was just one of the 1000 reasons that you never 'felt' as if you'd just flown over 3000 miles in Concorde.
Here is a diagram of the pressurisation panel.
The idea was that you selected a desired cabin altitude and the system would control to maintain that altitude all the way up to max diff. You could control the rate of presurisation too, to minimise popping ears etc. (Personally I always found Concorde particualarly good in that respect). There is one minor goof in the diagram, in that the discharge valve position indicator show both systems in operation. You only ever had one of the two systems in operation (via the SYS1/SYS2 selector switches). The only exception to this was on the ground when both systems were powered (and both sets of valves fully open).
Best regards
Dude
