Concorde (wallpaper 4)

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Concorde (wallpaper 4)
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The only other supersonic airliner in direct competition with Concorde was the Soviet Tupolev Tu-144, which was nicknamed "Concordski" by Western Europeans for its outward similarity to Concorde. Soviet espionage efforts had resulted in the theft of Concorde blueprints, ostensibly to assist in the design of the Tu-144. As a result of a rushed development programme, the first prototype of the Tu-144 was substantially different from the preproduction machines, but both were cruder and less refined than Concorde. The Tu-144S had a significantly shorter range than Concorde, due to its low-bypass turbofan engines. The vehicle had poor control at low speeds because of a simpler supersonic wing design; in addition the Tu-144 required parachutes to land while Concorde had sophisticated anti-lock brakes. Concorde (wallpaper 4). Concorde aircraft images wallpaper gallery 4. Concorde airplane pictures collection 4. The Tu-144 had two crashes, one at the 1973 Paris Air Show, and another during a pre-delivery test flight in the summer of 1978. Later production versions had retractable canards for better low-speed control, and a 126-seat research version used turbojet engines that gave them nearly the fuel efficiency and similar range to Concorde. With a top speed of Mach 2.35 it was potentially a more competitive aircraft – but was quickly taken out of service due to severe safety defects. The American designs, the Boeing 2707 and the Lockheed L-2000 were to have been larger, with seating for up to 300 people. Running a few years behind Concorde, the winning Boeing 2707 was redesigned to a cropped delta layout; the extra cost of these changes helped to kill the project. The operation of US military aircraft such as the XB-70 Valkyrie and B-58 Hustler had shown that sonic booms were quite capable of reaching the ground, and the experience from the Oklahoma City sonic boom tests led to the same environmental concerns that hindered the commercial success of Concorde. The American government cancelled the project in 1971, after having spent more than $1 billion. Concorde (wallpaper 4). Concorde aircraft images wallpaper gallery 4. Concorde airplane pictures collection 4.

Concorde (wallpaper 3)

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To be economically viable, Concorde needed to be able to fly long distances, and this required high efficiency. For optimum supersonic flight, turbofan engines were considered, but rejected, due to their larger cross-section which would cause excessive drag. Turbojets were found to be the best choice of engines. The engine developed was the twin spool Rolls-Royce/Snecma Olympus 593, a development of the Bristol engine first used for the Avro Vulcan bomber, and developed into an afterburning supersonic variant for the BAC TSR-2 strike bomber. The intake design for Concorde’s engines was critical. All conventional jet engines can take in air at only around Mach 0.5; therefore the air has to be slowed from the Mach 2.0 airspeed that enters the engine intake. In particular, Concorde needed to control the shock waves that this reduction in speed generates to avoid damage to the engines. This was done by a pair of intake ramps and an auxiliary spill door, whose position was moved during flight to slow the air down. Concorde (wallpaper 3). Concorde aircraft images wallpaper gallery 3. Concorde airplane pictures collection 3. The ramps were at the top of the engine compartment and moved down and the auxiliary spill door moved both up and down allowing air to flow in or out. The effectiveness of the intake system is such that, during supersonic flight, 63% of the aircraft's thrust is attributed to the intakes whilst the exhaust nozzles generate 29% and the engines just 8% of the thrust. Engine failure causes problems on conventional subsonic aircraft; not only does the aircraft lose thrust on that side but the engine creates drag, causing the aircraft to yaw and bank in the direction of the failed engine. If this had happened to Concorde at supersonic speeds, it could theoretically cause a catastrophic failure of the airframe. However, during an engine failure, air intake needs are virtually zero, so in Concorde, the immediate effects of the engine failure were countered by the opening of the auxiliary spill door and the full extension of the ramps, which deflected the air downwards past the engine, gaining lift and streamlining the engine, minimising the drag effects of the failed engine. Although computer simulations predicted considerable difficulties, in practice Concorde was able to shut down both engines on the same side of the aircraft at Mach 2 without any of the predicted control problems. Concorde pilots were routinely trained in simulators to deal with a double engine failure. Concorde (wallpaper 3). Concorde aircraft images wallpaper gallery 3. Concorde airplane pictures collection 3.

Concorde (wallpaper 2)

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Demonstration and test flights were flown from 1974 onwards. The testing of Concorde set records that have not been surpassed; the prototype, pre-production and first production aircraft undertook 5,335 flight hours; 2,000 test hours were at supersonic speeds. During one such test flight, on 7th of November 1974, 001 performed the fastest civil flight across the North Atlantic, record still valid today. Unit costs were £23 million (US$46 million) in 1977, and development costs were six times the projected amount. Concorde is an ogival (also "ogee") delta-winged aircraft with four Olympus engines based on those originally developed for the Avro Vulcan strategic bomber. Concorde (wallpaper 2). Concorde aircraft images wallpaper gallery 2. Concorde airplane pictures collection 2. Concorde was the first airliner to have an (in this case, analogue) fly-by-wire flight-control system; the avionics of Concorde were unique because it was the first commercial aircraft to employ hybrid circuits. The principal designer for the project was Pierre Satre, with Sir Archibald Russell as his deputy. Concorde pioneered the following technologies: 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 the 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 (wallpaper 2). Concorde aircraft images wallpaper gallery 2. Concorde airplane pictures collection 2.

Concorde

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The Aérospatiale-BAC Concorde was a turbojet-powered supersonic passenger airliner, a supersonic transport (SST). It was a product of an Anglo-French government treaty, combining the manufacturing efforts of Aérospatiale and the British Aircraft Corporation. First flown in 1969, Concorde entered service in 1976 and continued commercial flights for 27 years. Among other destinations, Concorde flew regular transatlantic flights from London Heathrow (British Airways) and Paris-Charles de Gaulle Airport (Air France) to New York JFK, profitably flying these routes at record speeds, in less than half the time of other airliners. With only 20 aircraft built, their development represented a substantial economic loss, in addition to which Air France and British Airways were subsidised by their governments to buy them. As a result of the type’s only crash on 25 July 2000 and other factors, its retirement flight was on 26 November 2003. Concorde's name reflects the development agreement between the United Kingdom and France. Concorde (wallpaper 1). Concorde aircraft images wallpaper gallery 1. Concorde airplane pictures collection 1. In the UK, any or all of the type—unusual for an aircraft—are known simply as "Concorde". The aircraft is regarded by many as an aviation icon. Reflecting the treaty between the British and French governments which led to Concorde's construction, the name Concorde is from the French word concorde, which has an English cognate, concord. Both words mean agreement, harmony or union. The aircraft was initially referred to in the UK as Concorde, with the French spelling, but was officially changed to Concord by Harold Macmillan in response to a perceived slight by Charles de Gaulle. In 1967, at the French roll-out in Toulouse the British Government Minister for Technology, Tony Benn announced that he would change the spelling back to Concorde. This created a nationalist uproar that died down when Benn stated that the suffixed ‹e› represented "Excellence, England, Europe and Entente (Cordiale)." In his memoirs, he recounts a tale of a letter from an irate Scotsman claiming: "[Y]ou talk about 'E' for England, but part of it is made in Scotland." Given Scotland’s contribution of providing the nose cone for the aircraft, Benn replied, "[I]t was also 'E' for 'Écosse' (the French name for Scotland) — and I might have added 'e' for extravagance and 'e' for escalation as well!" Concorde also acquired an unusual nomenclature for an aircraft. In common usage in the United Kingdom, the type is known as Concorde without an article, rather than the Concorde or a Concorde. Concorde (wallpaper 1). Concorde aircraft images wallpaper gallery 1. Concorde airplane pictures collection 1.