Concorde

NASA To Build Supersonic Aircraft - Flight Speed Is Five Times The Speed Of Sound

2010-11-16T21:55:00.000Z

According to foreign media reports, NASA intends to manufacture in the Earth's atmosphere, the supersonic jet flight, the aircraft's flight speed is 5 times the speed of sound, thus greatly reducing the time to fly around the world, can be reduced up to several hours.

At this speed flight from New York to Sydney, only about 2 and a half hours, and now requires 21 hours flight. It is believed that the project is to fly to Mars in order to create a reusable aircraft, however, the use of the previous space technology, it is possible to have a tremendous impact passenger. According to NASA's Aviation 2010 recommendations, the council each year out of $ 5,000,000 to be allocated over the next 3 years to a new aircraft into reality. Goal is to develop a passenger can carry through the atmosphere, and safe landing of aircraft can be reused.

Full article: http://www.writernia.com/node/19973

The Space Concorde: NASA Pushes For Extraterrestrial Hypersonic Flight

2010-11-04T13:05:00.000Z

NASA is looking for a way to get into space without having to use those pesky, bulky rockets. That means hypersonic travel, which was added to NASA’s Aeronautics 2010 proposal solicitation yesterday. The type of craft that NASA's hoping for would be able to fly at five times the speed of sound - fast enough to make the jaunt from New York to Sydney in two and a half hours. We've seen some exciting hypersonic concepts before, as well as an unfortunate failure from DARPA, but with NASA money behind the research, extraterrestrial hypersonic flight could really get somewhere.

Full article: The Space Concorde: NASA Pushes for Extraterrestrial Hypersonic Flight

Movement Of Centre Of Pressure

2010-10-21T20:28:00.000+01:00

When any aircraft passes the critical mach of that particular airframe, the centre of pressure shifts rearwards. This causes a pitch down force on the aircraft, as the centre of mass remains where it was. The engineers designed Concorde's wings in a specific manner to reduce this shift. However, there was still a shift of about 2 metres. This could have been countered by the use of trim controls, but at such high speeds this would have caused a dramatic increase in the drag on the aircraft. Instead, the distribution of fuel along the aircraft was shifted during acceleration and deceleration to move the centre of mass, effectively acting as an auxiliary trim control.

Concorde Could Become Thameside Attraction

2010-10-18T14:44:00.000+01:00

A decommissioned Concorde jet currently languishing at Heathrow airport could get an unlikely lease of life, as a new tourist attraction on the Thames.

Full Article: Concorde Could Become Thameside Attraction - Londonist

Concorde Bid Could Really Take Off, Says F1’s Bernie Ecclestone

2010-10-17T19:36:00.000+01:00

The £22million scheme to commemorate the supersonic airliner could become a huge tourist attraction, he said.

‘I think the idea is excellent and to me it looks like another London Eye but with bigger potential revenue,’ added the 79 year-old motor racing boss.

Full article: Concorde bid could really take off, says F1’s Bernie Ecclestone

Foot Locker

2010-10-13T16:54:00.002+01:00

The Aerospatiale-British Aerospace Concorde

2010-10-12T15:40:00.002+01:00

The scene on the ramp at Heathrow’s Terminal Four, with two needle-nosed, ogival wing-shaped Concordes in British Airways’ livery and nary another aircraft type visible, had been like discovering an advanced time pocket in which a science fiction setting of exclusively supersonic aircraft had formed an integral part of this future society’s air transportation system. But what had made this vista particularly awe striking had been the fact that, in 1994, that this scene had been played out for almost two decades. Aircraft G-BOAC, operating as Flight BA 189 to Washington-Dulles, and aircraft G-BOAG, operating as Flight BA 003 to New York-JFK, had been in the process of being serviced for their daily, evening transatlantic supersonic crossings, while a third had conducted its nose-high flare in the distance. I would bullet across the pond on the second of the two.

Pushed back from the gate at 1900 local time by the tug connected to its elongated wheel strut well below its needle nose, the aircraft had extended its visor and nose cone to the five-degree position before maneuvering away from Terminal Four under its own power with a brief throttle advancement.

Inter-tank fuel transfer, ensuring an aft, 53.5-percent center of gravity and increased take off wing lift, had been coupled with a 1.5-unit, pre-set stabilizer trim. The ogival wing’s design itself, incorporating camber, twist, taper, and droop, along with its significant area, had precluded the necessity for leading or trailing edge high-lift devices, thus decreasing structural weight and drag, and its long chord, obviating the need for separate elevators, had permitted the effective replacement of six trailing edge elevons which had been operated by an equal number of power flying control units fed by 4,000-psi hydraulic fluid systems pressurized by engine-driven pumps and activated by electrical, or fly-by-wire, signaling. Two identically powered vertical tail surfaces had completed Concorde’s hinged devices, for a total of eight.

Turning on to the threshold of Runway 9-Right and throttling into its acceleration roll, Concorde G-BOAG, unleashing a deafening roar with its four Rolls Royce/SNECMA Olympus 593 turbojets, ate the runway with deep, throaty determination, inducing its rotational pitch by its six, upward-angling elevons at a 194-knot V1 speed and disengaging itself from the ground at a 217-knot V2 to cater to its 177,800-kg gross weight, trailing a thick smoke plume. Fuel added to its afterburner gases dilated its exhaust nozzles with fire-like fury, increasing its thrust capability by 17-percent and producing a 1.7-greater thrust-to-weight ratio than the Air Namibia 747 which had preceded it into the sky.

Ceasing afterburner light one minute, 15 seconds into the flight due to overland supersonic speed restrictions, the now power-depleted aircraft dipped its nose downward to assume a shallower ascent profile.

Having completed its initial departure course left bank and two right ones, it had proceeded on a westerly heading over Reading toward the west coast of Great Britain, climbing through 5,500 feet at a Mach 0.57 airspeed over the ground’s green patchwork quilt whose geometric pattern receded in size beneath the 70-degree swept ogival wings.

A slightly pink-hued mist off the port side, where the sun had begun to inch toward the western horizon, had brush-stroked the sky’s canvas, but Flight 003 would outpace the day’s denouement to its destination, never eclipsing the line between light and darkness.

Climbing through 9,000 feet at 500 knots, or Mach 0.71, the aircraft, with its nose and visor having been intermittently raised, shifted its center of gravity to 55 percent. Its 13-tank fuel system, located in its delta wings and arranged in three groups according to “engine feed,” “main transfer,” and “trim transfer,” had been the design’s only method of center of gravity shift, although the tanks’ equal distribution throughout the wings’ planform had ensured that it would remain constant during in-flight fuel burn unless transfer had necessitated pitch changes, such as those during descent.

Passing out over the glass-appearing surface of the Bristol Channel, south of Cardiff, Wales, at 51 degrees north latitude, the aircraft had completed its transonic checklist and the throaty grind of its engines had indicated full throttle applications and afterburner re-alighting. As if unleashed from hitherto invisible moorings, the needle-nosed aircraft, emitting fire-trailing, fuel-burning, thrust-producing projections from its two Olympus turbojet pairings with a barely detectable forward lurch, had transcended the speed and pressure of sound and settled into the Mach 1.00 eclipsing, altitude-gaining, nose high-projecting flight profile for which the engineers had intended it during its 15-year development period. Closely carrying its engines next to its narrow, arrow-like fuselage beneath its ogival wing, and generating no horizontal tail air resistance, the aircraft had entered the rock-steady, motionless void between the pale blue of the channel below and the indigo blue of sky above south of Ireland, accelerating through Mach 1.24, an envelope no present subsonic airliner had ever experienced. For Concorde, it had been “home.”

Three thousand four hundred thirty miles had separated Flight 003 from its destination, a distance to be devoured at a little less than double its current 860 knots. Passing over a contrail emitted by a subsonic airliner which had undoubtedly been at the peak of its service ceiling, it had reached an altitude just over half of its own.

Shrouded in roaring slipstream and ascending through 43,000 feet at a 1,090-knot, or March 1.70, airspeed, the aircraft had discontinued afterburner use, its climb angle no longer supportable by their excess power.

As Concorde’s needle nose had pierced the tropopause at supersonic speeds, a delicate balancing act had begun: with the engine’s insatiable, 50,000-pounds-of-fuel-per-hour thirst at full throttle settings, the aircraft would quickly exceed its maximum design speed due to in-flight burn-off and a resultant decrease in gross weight. Instead, the airspeed increase would be counteracted by a gradual ascent through its assigned block altitude, its auto flight system ensuring a Mach 2.00 velocity.

Delicate cirrus wisps moved well below the delta wings at a velocity I had never previously experienced.

A five-course dinner, paralleling British Airways’ subsonic Club World business class service, had commenced in the narrow, single-aisle cabin.

Cocooned in the slender, tapering fuselage on the lower fringes of space where the earth’s curvature had just become visible and trailing an invisible, cone-shaped wave whose thunderclap-like explosion could only be heard by an Atlantic surface-plying vessel, delta-winged Concorde G-BOAG had cruised ten miles above the planet, devouring 23 miles with every sweep of the clock’s second hand, friction-induced heat producing 127-degree Celsius temperatures on its nose, 92 degrees at it wing root, and 98 degrees at its tip. Wing tank-located fuel rose to the 200-degree boiling point. The tiny, 46 passenger windows lining either side of the fuselage, had been hot to the touch, yet, because of the aircraft’s 10.7 pounds-per-square-inch pressure differential, its cabin elevation had been the equivalent of 5,600 feet, 2,400 feet lower than that traditionally created by a subsonic airliner cruising at 37,000 feet. The radiation meter in the cockpit, running from 0.1 to 1,000 millirons, with “10” the “alert” reading and “50” the “action” position, had hovered between 0.7 and 0.9, a level higher than that of a subsonic, but Concorde’s speed had exposed its passengers and crew to this level for a shorter period of time.

Pursuing the Atlantic by latitude and longitude coordinate waypoints, each separated by minutes and progressive fuel burn off-induced weight reductions, the aircraft had paradoxically seemed suspended, without motion, over the ocean-blanketed white fleece-like cumulonimbus whose pattern had resembled an intricately connected mosaic of pack ice south of Greenland, one of the crossing’s untouched land masses. In fact, it would not encounter land until it had reached a point just miles from its assigned runway.

Having pinnacled at 57,000 feet, and having subjected its aluminum-alloy fuselage to an eight-inch, heat-generated, enroute expansion, the supersonic transport, maintaining altitude, retarded its four engine throttles to an initial 18-degree and subsequent 34-degree position at Mach 1.60. Attaining a 1,000-knot indicated air speed, it had been subjected to its second cooling-heating cycle as it had begun to penetrate lower-altitude, higher-temperature air. Retransferring fuel to the forward wing tanks and activating its anti-atmospheric devices, such as its pitot tube heat, it had maintained a 5,000 foot-per-minute descent rate until it had intercepted 39,000 feet, the upper realm of subsonic travel.

Recrossing land for the first time since Great Britain, Concorde had passed over the western tip of Rockaway Beach, unleashing its long-strutted undercarriage into the slipstream and extending its nose to its full, 12-5-degree position.

Crossing Rockaway Inlet and southern Brooklyn, Flight 003 had been handed off from terminal radar approach control to the JFK Tower, executing the Belt Parkway-paralleling Canarsie Approach to Runway 13-Right. Its flapless, ogival-shaped wings, which had required long main gear struts to cater to its high flare angle clearance requirements, had necessitated final-stage, height-to-ground radio altimeter readings: 500 feet…400…300…

Making a final right bank to 130 degrees, Concorde, with its drooped nose and hawk-like, outstretched main wheel struts, had passed over the airport-perimeter roadway and runway-protective blast fence at a 155-knot Vref speed to overcome its 105,433-kg landing weight. Flaring on to the strip with an additional one-degree backward yoke movement, it had entered ground effect, cushioned between the surface and its underside at 100 feet, which had required a further elevon application in order to maintain its pitch angle. The radio altimeter had continued to unwind: 50 feet…40…30…20…

Closing its throttles at 15 feet, it bit into the concrete with main wheel tire erupting smoke puffs before applying sufficient forward yoke pressure to rotate the nose wheel to the surface, yet maintain a small enough cushion effect to do so.

Decelerating to 100 knots, it had throttled its two outboard engines into their idle reverse thrust settings, mimicking the action with its two inboard engines at 75 knots, their secondary nozzle buckets closing, like clamshell doors, over the exhaust and deflecting it up- and downward.

Making the 180-degree turn on to taxiway echo to the inner perimeter, aircraft G-BOAG, whose glowing, energy-absorbing brakes had intermittently heated up to 300 degrees Celsius, had raised its nose to the five-degree position a final time and taxied to Gate 5 of the British Airways Terminal, now inundated on the ramp by a fleet of widebody, subsonic 747, DC-10, and 767 intercontinental equipment, appearing strangely out-of-place, like a design of the future which had somehow returned to the past.

Defeated in numbers, but triumphant in speed, Concorde, shutting down its engines at 1750 local time and causing its trailing edge, hydraulic power-severed elevons to gravity-snag downward, had completed the 3,458-mile transatlantic crossing in three hours, 19 minutes, or half the time of an intercontinental subsonic.

Having made the subsonic crossing myself on countless previous occasions, I exited the slender forward, left aircraft door and tunneled through the jetbridge to the terminal, somewhat disoriented. I had clearly been in New York, but what had happened to the other half of the journey, I had wondered? Somewhere over the Atlantic, in a three-sided equation of time, speed, and distance, lay the answer…

Read more: http://www.articlesbase.com/technology-articles/the-aerospatialebritish-aerospace-concorde-1708170.html#ixzz129fvw6vY
Under Creative Commons License: Attribution

Robert G. Waldvogel - About the Author:

A graduate of Long Island University-C.W. Post Campus with a summa-cum-laude BA Degree in Comparative Languages and Journalism, I have subsequently earned the Continuing Community Education Teaching Certificate from the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certificate from the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology at the State University of New York – College of Technology at Farmingdale. Having amassed almost three decades in the airline industry, I managed the New York-JFK and Washington-Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Aviation Advisor to Farmingdale State University of New York, and created and taught the Airline Management Certificate Program at the Long Island Educational Opportunity Center. A freelance author, I have written some 70 books of the short story, novel, nonfiction, essay, poetry, article, log, curriculum, training manual, and textbook genre in English, German, and Spanish, having principally focused on aviation and travel, and I have been published in book, magazine, newsletter, and electronic Web site form. I am a writer for Cole Palen’s Old Rhinebeck Aerodrome in New York.

One Man’s Quest To Collect Every Single Item From The Concorde

2010-10-11T11:03:00.000+01:00

He says he’s not obsessive – we’ll leave that for you to decide. But Nathan Shedoff certainly has an obsessive eye for good design, prompting him to amass a multi-year collection of stuff you would have found aboard the jet.

Full article: http://www.gizmodo.com.au/2010/10/one-mans-quest-to-collect-every-single-item-from-the-concorde/

NOKIA N8 - The Carphone Warehouse Eye Openers

2010-10-01T09:34:00.001+01:00

Concorde - The Landing At Heathrow From Cockpit

2010-09-30T11:01:00.000+01:00

Future Aircrafts - The Oblique Flying Wing Concept

2010-09-30T10:39:00.000+01:00

Talking about future aircraft is possibly one of the most exciting topics I can find. We must agree that in the last 40 years thousands of innovations have been brought to the airlines industry. Bigger, more powerful, quicker, greener, more automatic, stable, etc.

Unfortunately, during this last 40 years we can't speak of a real breakthrough on the world of transport planes. As an example, putting the shape of a Boeing 707 and an Airbus A340 one above the other we will find out that it is nearly the same, only that 40 years separate them.

Why? Due to the high risk involved with nowadays industry. Once upon a time we were able to innovate, people was able to spend time and money looking for new revolutionary projects. Actually, the high competence between companies makes that a brief risk analysis turns aways any possibility for real breakthrough.

We only need to move back to the Concorde case, and that makes it a lot easier to understand why companies are so afraid of thinking in an innovative way. There is place for small progressive changes but we have left back the major breakthroughs. That could give topic to some new articles, but in this one I want to explore one of the possibilities that have been brought as a future aircraft.

The Oblique Flying Wing is a project that began many years ago, back in 1979. It was a research project conducted by the NASA and the idea was to try a new design for an aircraft that had only one wing that crossed above the plane's body. This wing was able to turn on its vertical axis up to 60 degrees. This model was called AD-1.

This plane was a result of many aerodynamic investigations that brought to conclude that a wing that was able to pivot and face the direction of flying at certain degrees offered high performance advantages, specially reducing extremely the consumption of fuel by traveling at the same speed, as the drag force was reduced when pivoting the wing.

This revolutionary concept was showing the best results in stability when traveling at 1.4 times the speed of sound. A plane could take off with the wings in the normal position, and at same time that speed was increased while accelerating in the air, the wings would go pivoting and reaching the maximum degree when cruise speed was reached.

Unfortunately, the tests were driven with a small plastic and fiberglass plane that, for security reasons, was limited to a maximum speed of 170 mph. It was piloted successfully on 79 occasions and only poor handling qualities at sweep angles above 45 degrees were encountered. In any case, the reason for this problems was the low cost involved in the project, and theory and research demonstrated that if done properly, the plane should have been even more easy to pilot. The materials used, the size of the plane, and the low speed while testing high angles made the plane perform in non-optimum conditions.

The project was archived after resulting in success and new ideas have been developed since then following the same basics, up to a point where the wing could constitute the body of the plane themselves and would be able to pivot in the same way keeping the engines fix pointing to the direction of flying.

It is a shame that such an interesting project for supersonic flights involves so much risk and no aircraft manufacturer accepts to take it. Progressive developments are not risky, but have an important point to consider: are we developing progressively along a path with no exit?

Dani Alonso

For more information on planning a trip, you can visit http://the-dream.ws

For information on airplanes and traveling deals: http://the-dream-trip.blogspot.com

Article Source: http://EzineArticles.com/?expert=Dani_Alonso

Bristol's £12million Concorde Museum Set For Take-Off

2010-09-28T14:15:00.000+01:00

WITH less than a month until the mothballing of Filton's Concorde as a visitor attraction, the Concorde Trust says plans are still under way for a new museum to give the iconic plane a permanent home.

Full article: http://www.thisisbristol.co.uk/news/MUSEUM-SET/article-2662372-detail/article.html

Concorde Wallpaper

2010-09-16T14:16:00.003+01:00

To download the image of Concorde to save as your wallpaper simply click on the appropriate link below to suit your screen resolution. The picture will open in a new window. Click on the image with the right-hand mouse button and select "Set as Wallpaper" or "Set as Background" from the menu.

Screen Resolution:

800 x 600

1024 x 768

Concorde's G-BOAE Retired In Barbados

2010-09-15T11:26:00.000+01:00

It was three and a half years in the making, but at last G-BOAE, the final Concorde to fly supersonically over the Atlantic, has opened for public tours at the Grantley Adams Airport in Barbados. All are welcome.

The Barbados Concorde Experience, as it has been named, has been developed to provide Barbadians and visitors alike with an educational and learning experience, not only about aviation history generally, but also about the role and development the Concorde played in shaping history during the 20th Century.

British Airways started their scheduled service to Barbados from London on December 12th 1987. And in late 1988, Concorde would fly from New York to Barbados over a four week period, making Barbados the only destination in the world to get Concorde services from both sides of the Atlantic.

Over the next 15 years, the airline would operate a weekly Saturday flight throughout the UK winter, when UK based celebrities and VIP's would jet off in search of some winter sun. During Christmas and New Years three or four flights a week were not uncommon, either scheduled services or charters. One day has seen two British Airways and one Air France Concorde on the ramp at the same time! Later on the airline added a weekly service in the August peak holiday month. It is also a known fact that some passengers would fly to Barbados "for breakfast at Sandy Lane."

Barbados played a large part in the success of British Airways' Concorde services, adding significantly to the airline's profits.

The last scheduled supersonic flight from Barbados was on August 30th, 2003 and passengers were sent off in grand style through a trumpeted guard of honor by the Royal Barbados Police Band.

Of the seven supersonic jets owned by British Airways, four will be kept in Britain, two in the United States and the final one, Alpha-Echo, in Barbados.

Alpha-Echo is housed in a 28,000 square foot temporary hanger at the airport. The Barbados Concorde Experience includes a number of multi-media shows, an in-flight experience, an events centre, a virtual flight school and a gift center.

Billy O'Dell is the owner of BarbadosBarbados.com, an online concierge to Barbados, and of Food Affairs, a popular Bajan catering service.

Article Source: http://EzineArticles.com/?expert=Billy_O'Dell

Concorde Crash Conspiracy - It Could Have Been Prevented

2010-09-14T14:47:00.000+01:00

In studying the Concorde crash the investigators determined it was caused by debris on the runway, which had fallen off a Continental Airlines Aircraft, which went down the same runway prior to the Concorde. Some thought the crash was an International Terrorist Attack. Had the debris, which had fallen off been known it could have been picked up prior to the Concorde's take off roll.

In fact debris on run ways is common, I have seen stuff on runways myself during takeoff rolls, usually it is something minor and in a light aircraft you are not going very fast so a slight bit of steering for someone on the ball and the problem is solved. The Concorde however takes off at 180 knots or at least that day it tried. It hit the debris and it popped a tire and that tire shredded and sent pieces into the bottom of the wing and fuel tank along with a little of the debris. The aircraft on fire took off and then immediately crashed.

A young man, only twelve years old has come up with a little gadget, which will prevent this from ever happening again. It is a small real-time video camera, which runs along the runway on a track and videos the aircraft as it lands or takes off. It can also be sent solo to inspect the runway from afar, such as a room in the control tower or ground control workstation. The British Airport Authority (BAA) is interested in possibly developing this concept. Interesting as a 12-year old came up with it. Incidentally today NASA announced a spherical device to fly around the ISS-International Space Station to check for damage from space debris. Had this been available it could have inspected the Space Shuttle prior to its return and prevented the accident by way of video preflight.

The young man's device is said to be able to spot even a single nut on the runway, which could be picked up by a tire or sucked into a jet engine. This is an awesome idea and I would hope the US Military would put them on the catapults so when it returns it video tapes the deck. The young man developed the concept in the "Young Engineers for Britain" contest. This shows why it is important to get ideas from everywhere and how contests spur on innovation. In the United States we have constant robotic contests and we all know about Robot Wars. The young man wants is counting on becoming a mechanical engineer if he ever grows up and I think he will make a damn good one.

"Lance Winslow" - Online Think Tank forum board. If you have innovative thoughts and unique perspectives, come think with Lance; www.WorldThinkTank.net/. Lance is an online writer in retirement.

Article Source: http://EzineArticles.com/?expert=Lance_Winslow

What Happens When You Travel Faster Than Sound?

2010-09-09T09:50:00.002+01:00

Sound waves are like ripples in a pond that radiate around the object. An aeroplane travelling at sub-sonic speed will be travelling behind the sound that it has emitted. When the aeroplane reaches the exact speed of sound, the sound it is producing will accompany it on its journey.

This can be very dangerous. Why? Because while it is travelling at the speed of sound, there will be a continuous build up of sound around the aircraft. As new sounds are produced, the aircraft will fly along with those new sounds - and so on. Eventually, the racket will break up the aircraft!

Because of this, aeroplanes break through the sound barrier. They will travel at subsonic speed for a while, and then accelerate rapidly until they have passed through and left the build up of sound behind them. Meanwhile anyone below will hear the sonic boom as sound waves radiate to the ground.

Light travels much faster than sound and no machine has ever been built that gets anywhere near the speed of light. It is theoretically impossible to reach this speed as it would require infinite energy (or limited energy over an infinite time period). If the laws of physics could be broken and the speed of light reached or surpassed, the forward momentum would become perpetual.

The difference in the speed of light and sound waves can be demonstrated by observing a large cannon being fired. If you used a powerful telescope to observe the cannon firing at a half mile distance (for example), you would actually hear the blast at a fraction of a second after seeing it being fired. A more common example is the gap between a lightening strike and thunder. We all know that the difference in time between the two represents the distance of the thunderstorm from the observer.

A final example is one of our fly killer machines. If you could film an unfortunate fly being zapped by the Insectocutor IND41 with the movie camera and microphone at one end of a large room, the slow motion replay would show a distinctive gap between the flash, as the insect is electrocuted and the fizzing sound that it makes.

Of course, nobody can hear an approaching aircraft travelling faster than sound. Only after it has passed will you hear anything. Luckily for us, wasps and flies are not this fast!

Fly Killers from Insectocutor, including the Stainless Steel IND41

Article Source: http://EzineArticles.com/?expert=Vernon_Stent

Radio Controlled Concorde With A Fighter Escort

2010-09-08T11:49:00.000+01:00

Concorde radio controlled jet model with two fighter jet escort. All three are remote control aircraft. Just for the record, you can't buy these jets at ToyRUS!

A Transatlantic Flight Aboard Concorde

2010-09-07T14:08:00.001+01:00

The scene on the ramp at Heathrow's Terminal Four, with two needle-nosed, ogival wing-shaped Concordes in British Airways' livery and nary another aircraft type visible, had been like discovering an advanced time pocket in which a science fiction setting of exclusively supersonic aircraft had formed an integral part of this future society's air transportation system. But what had made this vista particularly awe striking had been the fact that, in 1994, that this scene had been played out for almost two decades. Aircraft G-BOAC, operating as Flight BA 189 to Washington-Dulles, and aircraft G-BOAG, operating as Flight BA 003 to New York-JFK, had been in the process of being serviced for their daily, evening transatlantic supersonic crossings, while a third had conducted its nose-high flare in the distance. I would bullet across the pond on the second of the two.

Pushed back from the gate at 1900 local time by the tug connected to its elongated wheel strut well below its needle nose, the aircraft had extended its visor and nose cone to the five-degree position before maneuvering away from Terminal Four under its own power with a brief throttle advancement.

Inter-tank fuel transfer, ensuring an aft, 53.5-percent center of gravity and increased take off wing lift, had been coupled with a 1.5-unit, pre-set stabilizer trim. The ogival wing's design itself, incorporating camber, twist, taper, and droop, along with its significant area, had precluded the necessity for leading or trailing edge high-lift devices, thus decreasing structural weight and drag, and its long chord, obviating the need for separate elevators, had permitted the effective replacement of six trailing edge elevons which had been operated by an equal number of power flying control units fed by 4,000-psi hydraulic fluid systems pressurized by engine-driven pumps and activated by electrical, or fly-by-wire, signaling. Two identically powered vertical tail surfaces had completed Concorde's hinged devices, for a total of eight.

Turning on to the threshold of Runway 9-Right and throttling into its acceleration roll, Concorde G-BOAG, unleashing a deafening roar with its four Rolls Royce/SNECMA Olympus 593 turbojets, ate the runway with deep, throaty determination, inducing its rotational pitch by its six, upward-angling elevons at a 194-knot V1 speed and disengaging itself from the ground at a 217-knot V2 to cater to its 177,800-kg gross weight, trailing a thick smoke plume. Fuel added to its afterburner gases dilated its exhaust nozzles with fire-like fury, increasing its thrust capability by 17-percent and producing a 1.7-greater thrust-to-weight ratio than the Air Namibia 747 which had preceded it into the sky.

Ceasing afterburner light one minute, 15 seconds into the flight due to overland supersonic speed restrictions, the now power-depleted aircraft dipped its nose downward to assume a shallower ascent profile.

Having completed its initial departure course left bank and two right ones, it had proceeded on a westerly heading over Reading toward the west coast of Great Britain, climbing through 5,500 feet at a Mach 0.57 airspeed over the ground's green patchwork quilt whose geometric pattern receded in size beneath the 70-degree swept ogival wings.

A slightly pink-hued mist off the port side, where the sun had begun to inch toward the western horizon, had brush-stroked the sky's canvas, but Flight 003 would outpace the day's denouement to its destination, never eclipsing the line between light and darkness.

Climbing through 9,000 feet at 500 knots, or Mach 0.71, the aircraft, with its nose and visor having been intermittently raised, shifted its center of gravity to 55 percent. Its 13-tank fuel system, located in its delta wings and arranged in three groups according to "engine feed," "main transfer," and "trim transfer," had been the design's only method of center of gravity shift, although the tanks' equal distribution throughout the wings' planform had ensured that it would remain constant during in-flight fuel burn unless transfer had necessitated pitch changes, such as those during descent.

Passing out over the glass-appearing surface of the Bristol Channel, south of Cardiff, Wales, at 51 degrees north latitude, the aircraft had completed its transonic checklist and the throaty grind of its engines had indicated full throttle applications and afterburner re-alighting. As if unleashed from hitherto invisible moorings, the needle-nosed aircraft, emitting fire-trailing, fuel-burning, thrust-producing projections from its two Olympus turbojet pairings with a barely detectable forward lurch, had transcended the speed and pressure of sound and settled into the Mach 1.00 eclipsing, altitude-gaining, nose high-projecting flight profile for which the engineers had intended it during its 15-year development period. Closely carrying its engines next to its narrow, arrow-like fuselage beneath its ogival wing, and generating no horizontal tail air resistance, the aircraft had entered the rock-steady, motionless void between the pale blue of the channel below and the indigo blue of sky above south of Ireland, accelerating through Mach 1.24, an envelope no present subsonic airliner had ever experienced. For Concorde, it had been "home."

Three thousand four hundred thirty miles had separated Flight 003 from its destination, a distance to be devoured at a little less than double its current 860 knots. Passing over a contrail emitted by a subsonic airliner which had undoubtedly been at the peak of its service ceiling, it had reached an altitude just over half of its own.

Shrouded in roaring slipstream and ascending through 43,000 feet at a 1,090-knot, or March 1.70, airspeed, the aircraft had discontinued afterburner use, its climb angle no longer supportable by their excess power.

As Concorde's needle nose had pierced the tropopause at supersonic speeds, a delicate balancing act had begun: with the engine's insatiable, 50,000-pounds-of-fuel-per-hour thirst at full throttle settings, the aircraft would quickly exceed its maximum design speed due to in-flight burn-off and a resultant decrease in gross weight. Instead, the airspeed increase would be counteracted by a gradual ascent through its assigned block altitude, its auto flight system ensuring a Mach 2.00 velocity.

Delicate cirrus wisps moved well below the delta wings at a velocity I had never previously experienced.

A five-course dinner, paralleling British Airways' subsonic Club World business class service, had commenced in the narrow, single-aisle cabin.

Cocooned in the slender, tapering fuselage on the lower fringes of space where the earth's curvature had just become visible and trailing an invisible, cone-shaped wave whose thunderclap-like explosion could only be heard by an Atlantic surface-plying vessel, delta-winged Concorde G-BOAG had cruised ten miles above the planet, devouring 23 miles with every sweep of the clock's second hand, friction-induced heat producing 127-degree Celsius temperatures on its nose, 92 degrees at it wing root, and 98 degrees at its tip. Wing tank-located fuel rose to the 200-degree boiling point. The tiny, 46 passenger windows lining either side of the fuselage, had been hot to the touch, yet, because of the aircraft's 10.7 pounds-per-square-inch pressure differential, its cabin elevation had been the equivalent of 5,600 feet, 2,400 feet lower than that traditionally created by a subsonic airliner cruising at 37,000 feet. The radiation meter in the cockpit, running from 0.1 to 1,000 millirons, with "10" the "alert" reading and "50" the "action" position, had hovered between 0.7 and 0.9, a level higher than that of a subsonic, but Concorde's speed had exposed its passengers and crew to this level for a shorter period of time.

Pursuing the Atlantic by latitude and longitude coordinate waypoints, each separated by minutes and progressive fuel burn off-induced weight reductions, the aircraft had paradoxically seemed suspended, without motion, over the ocean-blanketed white fleece-like cumulonimbus whose pattern had resembled an intricately connected mosaic of pack ice south of Greenland, one of the crossing's untouched land masses. In fact, it would not encounter land until it had reached a point just miles from its assigned runway.

Having pinnacled at 57,000 feet, and having subjected its aluminum-alloy fuselage to an eight-inch, heat-generated, enroute expansion, the supersonic transport, maintaining altitude, retarded its four engine throttles to an initial 18-degree and subsequent 34-degree position at Mach 1.60. Attaining a 1,000-knot indicated air speed, it had been subjected to its second cooling-heating cycle as it had begun to penetrate lower-altitude, higher-temperature air. Retransferring fuel to the forward wing tanks and activating its anti-atmospheric devices, such as its pitot tube heat, it had maintained a 5,000 foot-per-minute descent rate until it had intercepted 39,000 feet, the upper realm of subsonic travel.

Recrossing land for the first time since Great Britain, Concorde had passed over the western tip of Rockaway Beach, unleashing its long-strutted undercarriage into the slipstream and extending its nose to its full, 12-5-degree position.

Crossing Rockaway Inlet and southern Brooklyn, Flight 003 had been handed off from terminal radar approach control to the JFK Tower, executing the Belt Parkway-paralleling Canarsie Approach to Runway 13-Right. Its flapless, ogival-shaped wings, which had required long main gear struts to cater to its high flare angle clearance requirements, had necessitated final-stage, height-to-ground radio altimeter readings: 500 feet...400...300...

Making a final right bank to 130 degrees, Concorde, with its drooped nose and hawk-like, outstretched main wheel struts, had passed over the airport-perimeter roadway and runway-protective blast fence at a 155-knot Vref speed to overcome its 105,433-kg landing weight. Flaring on to the strip with an additional one-degree backward yoke movement, it had entered ground effect, cushioned between the surface and its underside at 100 feet, which had required a further elevon application in order to maintain its pitch angle. The radio altimeter had continued to unwind: 50 feet...40...30...20...

Closing its throttles at 15 feet, it bit into the concrete with main wheel tire erupting smoke puffs before applying sufficient forward yoke pressure to rotate the nose wheel to the surface, yet maintain a small enough cushion effect to do so.

Decelerating to 100 knots, it had throttled its two outboard engines into their idle reverse thrust settings, mimicking the action with its two inboard engines at 75 knots, their secondary nozzle buckets closing, like clamshell doors, over the exhaust and deflecting it up- and downward.

Making the 180-degree turn on to taxiway echo to the inner perimeter, aircraft G-BOAG, whose glowing, energy-absorbing brakes had intermittently heated up to 300 degrees Celsius, had raised its nose to the five-degree position a final time and taxied to Gate 5 of the British Airways Terminal, now inundated on the ramp by a fleet of widebody, subsonic 747, DC-10, and 767 intercontinental equipment, appearing strangely out-of-place, like a design of the future which had somehow returned to the past.

Defeated in numbers, but triumphant in speed, Concorde, shutting down its engines at 1750 local time and causing its trailing edge, hydraulic power-severed elevons to gravity-snag downward, had completed the 3,458-mile transatlantic crossing in three hours, 19 minutes, or half the time of an intercontinental subsonic.

Having made the subsonic crossing myself on countless previous occasions, I exited the slender forward, left aircraft door and tunneled through the jetbridge to the terminal, somewhat disoriented. I had clearly been in New York, but what had happened to the other half of the journey, I had wondered? Somewhere over the Atlantic, in a three-sided equation of time, speed, and distance, lay the answer...

A graduate of Long Island University-C.W. Post Campus with a summa-cum-laude BA Degree in Comparative Languages and Journalism, I have subsequently earned the Continuing Community Education Teaching Certificate from the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certificate from the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology at the State University of New York - College of Technology at Farmingdale. Having amassed almost three decades in the airline industry, I managed the New York-JFK and Washington-Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Aviation Advisor to Farmingdale State University of New York, and devised and taught the Airline Management Certificate Program at the Long Island Educational Opportunity Center. A freelance author, I have written some 70 books of the short story, novel, nonfiction, essay, poetry, article, log, curriculum, training manual, and textbook genre in English, German, and Spanish, having principally focused on aviation and travel, and I have been published in book, magazine, newsletter, and electronic Web site form. I am a writer for Cole Palen's Old Rhinebeck Aerodrome in New York. I have made some 350 lifetime trips by air, sea, rail, and road.

Article Source: http://EzineArticles.com/?expert=Robert_Waldvogel

Emergency Public Meeting Aims To Save Bristol's Beloved Concorde

2010-09-06T12:20:00.000+01:00

An emergency public meeting aimed at saving Bristol's beloved Concorde. The Save Concorde Group has called the meeting fearing that the supersonic plane could be mothballed in a hangar and permanently closed as a visitor attraction.

Full story: An emergency public meeting aimed at saving Bristol's beloved Concorde takes place tomorrow.

5 Hour Europe Flight Step Closer

2010-08-23T19:01:00.000+01:00

A hypersonic passenger jet has entered its second phase of tests, bringing the dream of trips of less than five hours between Australasia and Europe closer to reality.

The A2 is a 300-seat aircraft capable of non-stop flight to the other side of the planet at a cruising speed of Mach 5, or five times the speed of sound, about 5600km/h.

Full Article: http://www.browseblog.com/38325/5-hour-europe-flight-step-closer

Public Perception Of Concorde

2010-07-27T10:33:00.000+01:00

Concorde was normally perceived as a privilege of the rich, but special circular or one-way (with return by coach or ship) charter flights were arranged to bring a trip within the means of moderately well-off enthusiasts. It is a symbol of great national pride to many in the UK and France; in France it was thought of as a French aircraft, in the UK as British.

The aircraft was usually referred to by the British as simply "Concorde", whilst in France it was known as "le Concorde" due to "le", the definite article, being used in French grammar to distinguish a proper name from a common noun of the same spelling. In French, the common noun concorde means "agreement, harmony, or peace", and the aircraft’s name was almost certainly chosen for its allusion to the collaboration between the British and French governments. Concorde’s pilots and British Airways in official publications and videos often refer to Concorde both in the singular and plural as "she" or "her".

As a symbol of national pride, an example from the BA fleet made occasional flypasts at selected Royal events, major air shows and other special occasions, sometimes in formation with the Red Arrows. On the final day of commercial service, public interest was so great that grandstands were erected at London’s Heathrow Airport to afford a view of the final arrivals. Crowds filled the boundary road around the airport and there was extensive media coverage.

Thirty-seven years after her first test flight, Concorde was announced the winner of the Great British Design Quest organised by the BBC and the Design Museum. A total of 212,000 votes were cast with Concorde beating design icons such as the Mini, mini skirt, Jaguar E-type, Tube map and the Supermarine Spitfire.

The BBC Celebrates A Century Of Making Aircraft At Filton

2010-07-22T13:45:00.000+01:00

100 years on from the first flight of the Bristol Boxkite, the BBC is marking the anniversary with a documentary celebrating a century of aircraft production in the Bristol area.

Full article: BBC - BBC celebrates a century of making aircraft at Filton

Watch 'Concorde's Last Flight' - Channel 4 On Demand

2010-07-20T09:33:00.001+01:00

Concorde's Last Flight - 4oD - Channel 4

U.S. Supersonic Transports - Lockheed L2000 And Boeing 2707

2010-07-19T14:24:00.000+01:00

The United States' Supersonic Transport (SST) program was initiated by the Federal Aviation Administration (FAA) in 1963. The program aimed for a Mach 2+ aircraft capable of carrying 300 passengers with intercontinental range. The US aimed to outstrip the British Aerospace/Aerospatiale Concorde and Soviet Tu 144 programs through the use of advanced technology and materials. By the late 1960s contracts had been let to prime contractors Boeing (airframe) and General Electric (engines) but the program was four to five years behind the European and Soviet efforts, which had graduated to supersonic flight testing while the US program had yet to pass beyond the mockup stage. In 1971 the slow pace of technical development, environmental concerns, high costs, and questions over the commercial feasibility of the aircraft led Congress to cancel the program.

Flight 4590 - The Paris Crash

2010-07-13T13:45:00.000+01:00

Accident Investigation

The official investigation was conducted by France’s accident investigation bureau, the BEA, and it was published on 14 December 2004. It concluded that the crash was caused by a titanium strip, part of a thrust reverser, that fell from a Continental Airlines DC-10 (Continental Flight 55) to Houston that had taken off about four minutes earlier. This metal fragment punctured the Concorde's tyres, which then disintegrated. A piece of rubber hit the fuel tank and broke an electrical cable. The impact caused a shock-wave that fractured the fuel tank some distance from the point of impact. This caused a major fuel leak from the tank, which then ignited. The crew shut down engine number two in response to a fire warning but were unable to retract the landing gear, which hampered the aircraft's ability to climb. With engine number one surging and producing little power, the aircraft was unable to gain height or speed, entering a rapid pitch-up then a violent descent, rolling left. The impact occurred with the stricken aircraft tail-low, crashing into the Hotelissimo Hotel in Gonesse. According to the report, the piece of titanium from the DC-10 had not been approved by the U.S. Federal Aviation Administration.

Conclusions

The investigators concluded that:

After reaching take-off speed, the tyre of the number 2 wheel was cut by a metal strip lying on the runway, which came from the thrust reverser cowl door of the number 3 engine of a Continental Airlines DC-10 that had taken off from the runway several minutes before. This strip was installed in violation of the manufacturer's rules.
The aircraft was slightly overloaded by about a ton.
The aircraft was airworthy and the crew was qualified. The landing gear that later failed to retract had not shown serious problems in the past. Despite the crew being trained and certified, no plan existed for the simultaneous failure of two engines on the runway, as it was considered highly unlikely.
Aborting the take-off would have led to a high-speed runway excursion and collapse of the landing gear, which also would have caused the aircraft to crash.
While two of the engines had problems and one of them was shut down, the damage to the plane's structure was so severe that the crash would have been inevitable, even with the engines operating normally.

Alternative Theories

British investigators and former French Concorde pilots looked at several other possibilities that the report ignored, including an unbalanced weight distribution in the fuel tanks and loose landing gear. They came to the conclusion that the Concorde veered off course on the runway, which reduced take-off speed below the crucial minimum. The aircraft had passed close to a Boeing 747 carrying French President Jacques Chirac who was returning from the 26th G8 summit meeting in Okinawa, Japan, which was much further down the runway than the Concorde's usual take-off point; only then did it strike the metal strip from the DC-10.

The Concorde was overweight for the given conditions, with an excessively aft centre of gravity and taking off downwind. When it stood at the end of the runway, ready to roll, it was over its approved maximum take-off weight for the given conditions.

The Concorde was missing the crucial spacer from the left main landing-gear beam that would have made for a snug-fitting pivot. This compromised the alignment of the landing gear and the wobbling beam and gears allowing three degrees of movement possible in any direction. The uneven load on the left leg’s three remaining tyres skewed the landing gear, with the scuff marks of four tyres on the runway showing that the plane was veering to the left.

Finally, Brian Trubshaw and John Cochrane, the Concorde's two test pilots when the aircraft was being developed in the early 1970s, set the aft operating limit at 54 percent - beyond that, they found, it risked becoming uncontrollable, likely to rear up backwards and crash, exactly as Flight 4590 did in its final moments over Gonesse. However, Flight 4590's centre of gravity went beyond 54 percent, with the BEA stating a figure of 54.2 percent, while a senior industry source said that the true figure may have been worse: with the extra fuel and bags, it may have been up to 54.6 percent.