As I recall, they referred to this research project as a CCV (Controlled Configured Vehicle) design study. It would be great if we could get this confirmed, but they talked about subsonic drag reductions of 10 to 15% by flying (not taking off!!) with a far more aft CG than the norm. The 'system' I seem to remember, as a result naturally commanded some down elevon, which increased lift. As the aircraft could then fly with less alpha, I guess this is where the drag reduction comes from. (Clive, I wonder if you could find out through one of your contacts if this was true?).
I'd still personally like to know how the sidestick was integrated into the flying control system, I've been thinking and can not now believe that sidestick inputs could be simply input to the flying control system 'at resolver level'. Remember that the concept of the FBW system on Concorde was that resolvers were utilised as simple 4 wire synchros, and the pitch and roll axis utilised a CX/CDX/CT chain, which produced the error signal to the ESA's in the Autostab computers. Using a sidestick completely breaks up the chain, and my guess is that a seperate digital unit contained the flight rules which were summed against PFCU CT position and sidestick input would have been necessary. It is possible then that an analog output from this 'box' could be fed to the Autostab Computer ESAs and hence drive the elevons. I'm probably completely wrong, but I'd surely still love to know the truth. As you say Clive, ideal stuff for Concorde 2.
Best regards
Dude
