Concorde - Wikipedia. A. It had a maximum speed over twice the speed of sound at Mach 2. First flown in 1. Concorde entered service in 1. It is one of only two supersonic transports to have been operated commercially; the other is the Soviet- built Tupolev Tu- 1. Concorde was jointly developed and manufactured by A. Twenty aircraft were built, including six prototypes and development aircraft. Welcome to my Website: Ireland, Ahern, Corruption Enda Kenny, Fine Gael, Corruption and Hypocrisy ( This is not a commercial website!) Updated: 2006,2007,2009,2011. Midnight Special (dir. Jeff Nichols) The Confirmation (dir. Bob Nelson) 10 Cloverfield Lane (dir. Dan Trachtenberg) Glassland (dir. Air France (AF) and British Airways (BA) were the only airlines to purchase and fly Concorde. The aircraft was primarily used by wealthy passengers who could afford to pay a high price in exchange for Concorde's speed and luxury service. Among other destinations, Concorde flew regular transatlantic flights from London's Heathrow Airport and Paris's Charles de Gaulle Airport to John F. Kennedy International Airport in New York, Washington Dulles International Airport and Grantley Adams International Airport in Barbados; it flew these routes in less than half the time of other airliners. Concorde's name, meaning . In the UK, any or all of the type are known simply as Concorde, with no definite article the. Concorde won the 2. Great British Design Quest organised by the BBC and the Design Museum, beating other well- known designs such as the BMC Mini, the miniskirt, the Jaguar E- type, the London Tube map and the Supermarine Spitfire. The type was retired in 2. Air France Flight 4. The general downturn in the commercial aviation industry after the September 1. Concorde by A. The group met for the first time in February 1. April 1. 95. 5. At the time it was known that the drag at supersonic speeds was strongly related to the span of the wing. The team outlined a baseline configuration that looked like an enlarged Avro 7. This same short span produced very little lift at low speed, which resulted in extremely long take- off runs and frighteningly high landing speeds. Based on this, the group considered the concept of an SST unfeasible, and instead suggested continued low- level studies into supersonic aerodynamics. Slender deltas. The vortex will lower the air pressure and cause lift to be greatly increased. This effect had been noticed earlier, notably by Chuck Yeager in the Convair XF- 9. Weber suggested that this was no mere curiosity, and the effect could be deliberately used to improve low speed performance. Although the delta had already been used on aircraft prior to this point, these designs used planforms that were not much different from a swept wing of the same span. Such a layout would still have good supersonic performance inherent to the short span, while also offering reasonable take- off and landing speeds using vortex generation. Test pilot Eric Brown recalls Morgan's reaction to the presentation, saying that he immediately seized on it as the solution to the SST problem. Brown considers this moment as being the true birth of the Concorde project. At the very first meeting, on 5 November 1. Handley Page HP. 1. Although they would burn more fuel in cruise, they would be able to fly more sorties in a given period of time, so fewer aircraft would be needed to service a particular route. This would remain economically advantageous as long as fuel represented a small percentage of operational costs, as it did at the time. STAC suggested that two designs naturally fell out of their work, a transatlantic model flying at about Mach 2, and a shorter- range version flying at perhaps Mach 1. Morgan suggested that a 1. SST would cost about . The smaller 1. 00 passenger short- range version would cost perhaps . To meet this schedule, development would need to begin in 1. Morgan strongly suggested that the US was already involved in a similar project, and that if the UK failed to respond it would be locked out of an airliner market that he believed would be dominated by SST aircraft. In 1. 95. 9, a study contract was awarded to Hawker Siddeley and Bristol for preliminary designs based on the slender delta concept, which developed as the HSA. Bristol 1. 98. Armstrong Whitworth also responded with an internal design, the M- Wing, for the lower- speed shorter- range category. Even at this early time, both the STAC group and the government were looking for partners to develop the designs. In September 1. 95. Hawker approached Lockheed, and after the creation of British Aircraft Corporation in 1. Bristol team immediately started talks with Boeing, General Dynamics, Douglas Aircraft and Sud Aviation. Ogee planform selected. Each of these planforms had its own advantages and disadvantages in terms of aerodynamics. As they worked with these shapes, a practical concern grew to become so important that it forced selection of one of these designs. Generally one wants to have the wing's centre of pressure (CP, or . As the aircraft layout changes during the design phase, it is common for the CG to move fore or aft. With a normal wing design this can be addressed by moving the wing slightly fore or aft to account for this. Studying the various layouts in terms of CG changes, both during design and changes due to fuel use during flight, the ogee planform immediately came to the fore. While the wing planform was evolving, so was the basic SST concept. Bristol's original Type 1. In the late 1. 95. Sud and Nord, as well as Dassault. Of the three, the Sud Aviation Super- Caravelle won the design contest with a medium- range design deliberately sized to avoid competition with transatlantic US designs they assumed were already on the drawing board. As soon as the design was complete, in April 1. Pierre Satre, the company's technical director, was sent to Bristol to discuss a partnership. Bristol was surprised to find that the Sud team had designed a very similar aircraft after considering the SST problem and coming to the very same conclusions as the Bristol and STAC teams in terms of economics. It was later revealed that the original STAC report, marked . Sud made minor changes to the paper, and presented it as their own work. Unsurprisingly, the two teams found much to agree on. The French had no modern large jet engines, and had already concluded they would buy a British design anyway (as they had on the earlier subsonic Caravelle). As neither company had experience in the use of high- heat metals for airframes, a maximum speed of around Mach 2 was selected so aluminium could be used . This lower speed would also speed development and allow their design to fly before the Americans. Finally, everyone involved agreed that K. The UK team was still focused on a 1. French were deliberately avoiding these. However, this proved not to be the barrier it might seem; common components could be used in both designs, with the shorter range version using a clipped fuselage and four engines, the longer one with a stretched fuselage and six engines, leaving only the wing to be extensively re- designed. The teams continued to meet through 1. A single design emerged that differed primarily in fuel load. More powerful Bristol Siddeley Olympus engines, being developed for the TSR- 2, allowed either design to be powered by only four engines. Cabinet response, treaty. The various US companies had proved uninterested in such a venture, likely due to the belief that the government would be funding development and would frown on any partnership with a European company, and the risk of . The economic considerations were considered highly questionable, especially as these were based on development costs, now estimated to be . The Treasury Ministry in particular presented a very negative view, suggesting that there was no way the project would have any positive financial returns for the government, especially in light that . The Committee ultimately rejected the economic arguments, including considerations of supporting the industry made by Thorneycroft. Their report in October stated that it was unlikely there would be any direct positive economic outcome, but that the project should still be considered for the simple reason that everyone else was going supersonic, and they were concerned they would be locked out of future markets. Conversely, it appeared the project would not be likely to significantly impact other, more important, research efforts. After considerable argument, the decision to proceed ultimately fell to an unlikely political expediency. At the time, the UK was pressing for admission to the European Common Market, which was being controlled by Charles de Gaulle who felt the UK's Special Relationship with the US made them unacceptable in a pan- European group. Cabinet felt that signing a deal with Sud would pave the way for Common Market entry, and this became the main deciding reason for moving ahead with the deal. It was this belief that had led the original STAC documents being leaked to the French. However, De Gaulle spoke of the European origin of the design, and continued to block the UK's entry into the Common Market. The development project was negotiated as an international treaty between the two countries rather than a commercial agreement between companies and included a clause, originally asked for by the UK, imposing heavy penalties for cancellation. A draft treaty was signed on 2. November 1. 96. 2. Both words mean agreement, harmony or union. The name was officially changed to Concord by Harold Macmillan in response to a perceived slight by Charles de Gaulle. At the French roll- out in Toulouse in late 1. In his memoirs, he recounts a tale of a letter from an irate Scotsman claiming: . In common usage in the United Kingdom, the type is known as Concorde without an article, rather than the Concorde or a Concorde. However, prospective customers showed no interest in the short- range version and it was dropped. The advertisement predicted a market for 3. Concorde's head start over the United States' SST project.
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