Concorde question
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gordonroxburgh
Just looking at some old 202 pictures Gordon and by golly you are right. Could have sworn it was a 202 (DG) robbery but it obviously it was not. The plot thickens. (I do remember that we had a hell of a job getting hold of this electroluminescent panel for OAD, hence the memory).
It's not really an issue of technology, more one of utter annoyance. The regular passengers really would not want this nonsense, and nomatter what way you looked at it, it looked totally out of place and was a total waste of space. (Let alone weight). As I said before, it was all about 'emperor's new clothes' with certain people at the time'. (The rest of us saw it for what it was, blue hogwash).
steve-de-s
I think you will find that it was G-BOAB, during ground evaluation testing Steve. Fortunately Concorde never flew in service with any of this wavy blue ceiling crap.
Best Regards
Dude
'Dg still has her original fitted. It was not the same indicator, simply a 5deg lock indicator and a switch (poss wiper park). I wonder where this one came from!
The blue wave looked impressive with the cabin lights off, crap and tacky with them on. What would have been better was a new 787 style, LED lighting system on the aircraft, but that level of technology was not yet developed properly in 2000
steve-de-s
I first saw this video a few months ago, which aircraft was it filmed on?
Best Regards
Dude
Last edited by M2dude; 1st Mar 2011 at 08:50.
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Just looking at some old 202 pictures Gordon and by golly you are right. Could have sworn it was a 202 (DG) robbery but it obviously it was not. The plot thickens. (I do remember that we had a hell of a job getting hold of this electroluminescent panel for OAD, hence the memory).
....which aircraft was it filmed on?
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G-BOAD's EL panel replacement will just have to remain one of lifes little mysteries.
So the light show was filmed on 202 eh? They were trying out this bilge on the ground on OAB. (Never saw it myself, but that's what was being said in 2001/2002). Obviously the light show is a recent addition to the G-BBDG itinery. Thank goodness none of this nonsense found its way onto the operational fleet.
And Coffin Dodger.. I think that you've summed up the general view.... naff indeed.
Best Regards
Dude
So the light show was filmed on 202 eh? They were trying out this bilge on the ground on OAB. (Never saw it myself, but that's what was being said in 2001/2002). Obviously the light show is a recent addition to the G-BBDG itinery. Thank goodness none of this nonsense found its way onto the operational fleet.
And Coffin Dodger.. I think that you've summed up the general view.... naff indeed.
Best Regards
Dude
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Ahhhhhh.. thanks Gordon. Glad you haven't really fitted that stuff to DG.. It is a magnificent exhibit as it stands; the restoration work done on that wonderful aircraft is nothing short of amazing.
Best Regards
Dude
Best Regards
Dude
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I'm off to BGI on Sunday for a little hol, and this time I'm going to have a look round Connie at Grantley Adams. 
Lots of memories and if I have too many rum punches before I go I'll no doubt be an emotional wreck!
I will give her a hug from you all xx
LL
Lots of memories and if I have too many rum punches before I go I'll no doubt be an emotional wreck!
I will give her a hug from you all xx
LL
For some unfathomable reason, that moment when Concorde climbs away from the Red Arrows, at the end of the fly-past, always leaves me with a lump in my throat....
Rhys.
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Further to skittles post - if anyone has links to HD footage of concorde at all, I'd love it see it. There are a couple of youtube videos:
YouTube - Concorde Final flight:HD Tranquility Base Razorfish ( Audio 320kb
YouTube - Saving Concorde HD
But it would be great to see nice HD footage of one of the ladies in flight.
One question for the people who designed & worked with her - was there any sort of thrust vectoring - not for any directional controls of course, but perhaps to give extra lift to save drag on the wing when at mach2? Or is that a completely daft idea? Perhaps I'm not explaining what I mean well - what I mean is was the direction of the exhaust gases completely 100% unchanged, or were they directed slightly downwards to generate some lift?
Clearly, I have no clue what I'm talking about :-)
YouTube - Concorde Final flight:HD Tranquility Base Razorfish ( Audio 320kb
YouTube - Saving Concorde HD
But it would be great to see nice HD footage of one of the ladies in flight.
One question for the people who designed & worked with her - was there any sort of thrust vectoring - not for any directional controls of course, but perhaps to give extra lift to save drag on the wing when at mach2? Or is that a completely daft idea? Perhaps I'm not explaining what I mean well - what I mean is was the direction of the exhaust gases completely 100% unchanged, or were they directed slightly downwards to generate some lift?
Clearly, I have no clue what I'm talking about :-)
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No thrust vectoring. The secondary nozzles did go to 'divergent' setting from 'convergent' for supercruise, but the thrust was always in the same direction (rearwards).
If the thrust had been angled downwards, it would simply have induced a nose-down pitching moment. Most undesireable!
If the thrust had been angled downwards, it would simply have induced a nose-down pitching moment. Most undesireable!
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Just a note to say how excellent the Concorde lecture at RAeS on Tuesday was. Most informative and entertaining, and so good to meet so many Concorde folks again.
Very many thanks John and Roger!
Very many thanks John and Roger!
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(long time lurker and addict of this thread - about time I wrote something...!)
I totally agree Shaggy. Excellent evening covering some facinating material, presented in a way that even this BA aircraft loader could understand!
Oh how I wish I'd joined the company a bit earlier when Concorde was still in the fleet!
I totally agree Shaggy. Excellent evening covering some facinating material, presented in a way that even this BA aircraft loader could understand!
Oh how I wish I'd joined the company a bit earlier when Concorde was still in the fleet!
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The engine starting sequence was also in airline operation 3-4-2-1. At the gate the altered sequence was 3-2 prior the pushback and 4-1 after due to safety reasons for ground crew and for noise restrictions at some airport stands.
Brit312 explained in post #140:
I must admit that I am no expert (not yet 
), but it seems both sequences follow the logic to feed the blue hydraulic by engine#3 first, then one of the two yellow systems (2 or 4) and the green hydraulic (engines 1&2) which supplies power to some more services than the blue (droop nose and visor, landing gear, main wheel brakes with anti-skid and nosewheel steering).
Well, I hope, this was not a stupid answer before I took a chance for a nonstupid question
- but I am so exited about this thread and just want a little bit to give back!
Thanks for the probably best thing ever I have found in the internet. Thank you M2dude, Brit312, ChristiaanJ, Exwok, Bellerophon, Landlady et al.!
Brit312 explained in post #140:
Yes we always started just the two inboard engines prior to push back and the outers when the push back was complete. This was for a number of reasons, but I do seem to remember it was not unheard of to break the tow bar shear pin on the initial push, so the less power the better
Remember that Concorde had no APU and no across the ship ducting for stating engines, therefore prior to push an air start unit was plugged into each pair of engines and the inboard engines would be started. This allowed, after push back, air from each inboard engine to be used to start it's outboard engine.
The other good reason for starting the inboards prior to push was that with no APU the cabin temp would rise quite quickly [specially in places like Bahrain in summer] and never mind the passengers
comfort, but some of M2dude and ChristiaanJ fancy electronic equipment was very temp sensitive , especially those intake control units down the rear galley. With Two engines running we could use their bleed air to at least try and hold the cabin air temp during the push back
Remember that Concorde had no APU and no across the ship ducting for stating engines, therefore prior to push an air start unit was plugged into each pair of engines and the inboard engines would be started. This allowed, after push back, air from each inboard engine to be used to start it's outboard engine.
The other good reason for starting the inboards prior to push was that with no APU the cabin temp would rise quite quickly [specially in places like Bahrain in summer] and never mind the passengers
comfort, but some of M2dude and ChristiaanJ fancy electronic equipment was very temp sensitive , especially those intake control units down the rear galley. With Two engines running we could use their bleed air to at least try and hold the cabin air temp during the push back
), but it seems both sequences follow the logic to feed the blue hydraulic by engine#3 first, then one of the two yellow systems (2 or 4) and the green hydraulic (engines 1&2) which supplies power to some more services than the blue (droop nose and visor, landing gear, main wheel brakes with anti-skid and nosewheel steering).Well, I hope, this was not a stupid answer before I took a chance for a nonstupid question
- but I am so exited about this thread and just want a little bit to give back!Thanks for the probably best thing ever I have found in the internet. Thank you M2dude, Brit312, ChristiaanJ, Exwok, Bellerophon, Landlady et al.!
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Quax .95
The trick was to get as many hydraulic systems online ASAP during engine start/pushback, and that's where the sequence was defined. Now my tired/worn out/time-expired brain recollects that number TWO engine was started first, this gave us GREEN and YELLOW systems, followed by number THREE engine, which now gave us BLUE system. Once these engines were successfully started the 2 air start trucks (oh for that darned APU) could be disconnected and preliminary system checks, including full and free flying controls, could be carried out. After push-back the outboard engines were started by using adjacent engine cross-bleed (as BRIT312 quite correctly stated years ago, there was no 'cross the ship' cross-bleed duct), the remaining system checks would be carried out. After this the tow-bar would be disconnected, the nose lowered to 5° and our Concorde would taxi away ready to leap up into the heavens; the place that she truly belonged.
Best Regards
Dude
The trick was to get as many hydraulic systems online ASAP during engine start/pushback, and that's where the sequence was defined. Now my tired/worn out/time-expired brain recollects that number TWO engine was started first, this gave us GREEN and YELLOW systems, followed by number THREE engine, which now gave us BLUE system. Once these engines were successfully started the 2 air start trucks (oh for that darned APU) could be disconnected and preliminary system checks, including full and free flying controls, could be carried out. After push-back the outboard engines were started by using adjacent engine cross-bleed (as BRIT312 quite correctly stated years ago, there was no 'cross the ship' cross-bleed duct), the remaining system checks would be carried out. After this the tow-bar would be disconnected, the nose lowered to 5° and our Concorde would taxi away ready to leap up into the heavens; the place that she truly belonged.
Best Regards
Dude