Concorde Take-Off. MTOW, LHR, Calm, ISA day, Fuel SG 0.80
Fuel Flow at Take Off, Reheat ON:
- [*]
- [*]
- [*]
- [*]
- [*]
- [*]
- [*]
Concorde Cruise/Climb. 140,000 kgs, ISA, Still Air, Optimum altitude for her weight, speed and number of operating engines:
Fuel Flow in Cruise/Climb, Reheat OFF:
Concorde fuel usage.
Concorde Range reduction.
When we factor in the decel, descent, approach and landing (all of which had obviously been originally flight planned at subsonic speed anyway) and the actual decrease in range, following a speed reduction, was roughly:
- M2.00 to M0.95 (four engines) a range reduction of 20%
- M2.00 to M0.95 (three engines) a range reduction of 30%
It was this last figure, the circa 30% loss of range following an engine shutdown and subsequent deceleration to subsonic cruise, that perhaps most occupied the minds of her operating crews.
Coupled with the change from a generally benign environment of low winds and low temperatures at FL550+, to the more hostile environment of high temperatures and much stronger (head)winds to be expected around FL290, this meant that on routes such as LHR-BGI, the greater challenge was often keeping the 3-engined diversion airfield (usually ANU) in range, rather than the destination airfield (BGI).
Fortunately the fuel planning and monitoring on this route was eased greatly with the publication of some pilot-friendly "How-Goes-It" types of graphs and charts by one particularly bright Flight Engineer.
LHR-BGI, always a challenge, always enjoyable!
Best Regards
Bellerophon