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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 ...
Concorde is a tailless aircraft design with a narrow fuselage permitting 4-abreast seating for 92 to 128 passengers, an ogival delta wing and a droop nose for landing visibility. It is powered by four Rolls-Royce/Snecma Olympus 593 turbojets with variable engine intake ramps, and reheat for take-off and
Concorde variable air dam control ramps move to suit flight condition. An intake ramp is a rectangular, plate-like device within the air intake of a jet engine, designed to generate a number of shock waves to aid the inlet compression process at supersonic speeds. [1]
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In a pre-computer age, flight engineers were crucial to aviation. Former Concorde flight engineer Warren Hazelby explains how he helped fly the supersonic jet.
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.
Afterburning was added to Concorde for take-off to cope with weight increases that came after the initial design. It was also used to accelerate through the high-drag transonic speed range, not because the extra thrust was required, but because it was available and improved the operating economics. The redesigned Tu-144D used engines with no ...
Concorde, the world’s fastest commercial aircraft, has been making a rare journey – floating down New York’s Hudson River. Record-breaking supersonic Concorde airplane floats down New York ...