CliveL
To further complement the answer, Concorde's static ports are mounted on much bigger plates than usually seen. This is because in supersonic flight the static pressure is peculiarly sensitive to the actual angle of the skin around the 'hole' relative to freestream. Consequently the ports are set in plates that have been machined flat. These plates were then jig-set to accurate angles relative to body datum.
It was found that the relatively miniscule differences in plate alignment produced errors in true Ps measurement and so individual corrections had to be applied to each aircraft. No big deal with a digital ADC of course but not so clever when you are dealing with steam driven analog as we were. (Bearing in mind that any analog ADC is an electro-mechanical device). To give identical Mach 2 cruise readings between ADC 1 & 2 a plug in resistor/diode module was hooked into the respective ADC circuit, and this module stayed with the aircraft always. If we'd ever had to replace a static plate in service (and at BA we never did) we'd have had to have done an in-flight pressure survey in order to calculate the required resistors and altered the module accordingly.
The air intake system, although it used Ps from THREE sources (the side static ports and the static ports built into the nose probe; this being a pressure head and not just a pitot as were the side probes) did not apply any individual aircraft corrections, it just made different corrections between side and nose pressure sources (Ps and Pt). Having a digital processor at it's heart, these corrections were signalled by using 'program pins' at the rear of the AICU rack.
As steam driven as the Concorde ADC was, when it came to RVSM implementation in the late 1990s we found that the air data system was in fact superbly accurate, and no modifications to the computers themselves were required. Such a testament to the original superb design.
Best regards
Dude
