Concorde Descent and Landing

It's impressive the coordination, theory and systems knowledge needed to fly Concorde. Comparing this to the guys I know who can't even tell you the difference between TAS and IAS or the effects of temp on speed/altitude etc is sad.
 
Note during the landing around 9min the constant shaking. Concorde used vortex lift and the feel was constantly light turbulence at the slower speeds.

As for bells and whistles, there are aural warnings you can hear but you also had a professional F/E on the panel. Upgrade for the left seat was for life. Right seat was for a few years.

It was a small cockpit and the times I got jumpseat, a nice ride. Sorry to see such a beautiful machine leave the sky.
 
Adler said:
Real cool that they used reverser's to get down to altitude!
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IF i remember correctly, only the inboards can be used in flt and the machine will rumble pretty good when they are used. NO speedbrakes.

Everything you wanted to know about Concorde.
http://www.concordesst.com/home.html

This is the page on the engines and reversers.
http://www.concordesst.com/powerplant.html
Thirsty buggers.
Fuel Consumption (at Full Re-heated power) 22500 kgs/hr (6180 Gallons/hr) ... that's PER ENGINE.

Some BIG buckets.
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Also, the DC-8 could use reverse thrust on the inboards in flight.
 
They looked really nervous when they had the reversers engaged during flight...

Excellent CRM and professionalism. I have a new found respect for the crews of Concorde. Sorry to see her taken out of the sky...she just was a few years ahead of her time...

RD
 
Tangodelta29 said:
Never thought of that... if that's the real reason that's just flat out awesome.
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On climbout, Concorde accelerates to 250 below 10k and out of 10 it goes to Vmo which starts around 350kt indicated. As it climbs, it stays at Vmo and that goes out to about 550 kts indicated. Concorde stays at 550kt indicated until it changes to Mach and I can't remember what that number is.

Some big checks come around M1.4 where they ensure the intake ramps are operating properly and at about M1.7 they come out of 'reheat'. That cuts fuel burn in half and Concorde continues to accelerate. It cruise climbs enroute and on my flight, we did M2.01. NICE...
 
c172captain said:
I love the highspeed windshield
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The original proposal was for a SOLID shield. The FAA said build it that way and it won't fly in the US. Thus the glass shield. Once airborne, it comes up and the noise reduction is significant.

When it flew, you would not see it with the nose fully drooped taxiing in or out. The nose was drooped only for landing. It looked anything but elegant with the shield down and nose drooped.

The group looked at the fully drooping cockpit in the Fairey Delta 2. This approach was adopted later on the Tu-144
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concorde-tu144ll-landing.jpg


http://www.jameshovercraft.co.uk/concorde/tour.htm for some tips on the walkaround
 
c172captain said:
Why wouldn't the FAA let them build it with a solid shield?
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No forward visibility. There were only two small port windows and the FAA nixed that.

Took a while to find this and it is but a wooden mockup but you can see the original idea. With the solid shield UP there was only the two small windows. The two side windows remained essentially unchanged.
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