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Such a layout would still have good supersonic performance, but also have reasonable take-off and landing speeds using vortex generation. [11] The aircraft would have to take off and land very "nose high" to generate the required vortex lift, which led to questions about the low speed handling qualities of such a design. [13]
Partial reheat providing a 20% thrust increase [3] was installed to give the take-off thrust required for Concorde to operate from existing runways, and for transonic acceleration from Mach 0.95 up to Mach 1.7; the aircraft flew supersonically without reheat above that speed. At cruise the engine's direct contribution (transferred by its mounts ...
According to unverified sources, during a 26 March 1974 test flight a Concorde reached its maximum speed ever of 2,370 km/h (1,470 mph; 1,280 kn) (Mach 2.23) at an altitude of 19,415 m (63,700 ft), and during subsequent test flights reached maximum altitude of 20,700 m (67,900 ft).
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Its inaugural flight — 60 years ago in September 1964 — kicked off a golden era for supersonic aircraft. The plane would later achieve a speed of just over 2,000 miles per hour, nearly 50% ...
For example, Concorde had very high drag (a lift to drag ratio of about 4) at slow speed, but it travelled at high speed for most of the flight. Designers of Concorde spent 5000 hours optimizing the vehicle shape in wind tunnel tests to maximize the overall performance over the entire flightplan.
In 2003, Lewis Whyld took an instantly classic photograph of the Concorde on its last flight, soaring over the Clifton Suspension Bridge in Bristol, United Kingdom.
Concorde G-BOAB in storage at London (Heathrow) Airport, following the end of all Concorde flights. G-BOAA (206) first flew on 5 November 1975 from Filton. This aircraft flew with the Red Arrows on 2 June 1996 to celebrate 50 years of Heathrow Airport. It last flew on 12 August 2000 as BA002 from New York JFK to London Heathrow after flying ...