Մասնակից:Norayram/Ավազարկղ Բ

Կոնկորդ
Բրիտանական Ավիաուղիների Կոնկորդը 1986 թվականին
Արտադրող	«British Aircraft Corporation»-ը (այժմ՝ «BAE Systems») «Sud Aviation» (հետագայում՝ «Aérospatiale» և EADS)
Առաջին թռիչք	Մարտի 2, 1969
Շահագործման սկիզբ	Հունվարի 21, 1976
Շահագործման ավարտ	Նոյեմբերի 26, 2003 (առանց ուղևորների վերջին թռիչքը դեպի Ֆուլթոն)
Կարգավիճակ	Շահագործումից հանված
Արտադրման թվականներ	1965–1979
Միավոր արտադրված	20 (ներառյալ 6 ոչ ուղևորատար օդանավերը)
Մշակման նախագծի արժեք	£ 1.3 միլիարդ
Միավորի արժեք	£ 23000000 1977 թվականին

Կոնկորդ (անգլ.՝ Concorde, [ˈkɒŋkɔrd]) շահգարծումից հանված տուրբոշարժիչներով գերձայնային ուղևարատար կամ բեռնափոխադրող օդանավ։ Առևտրային նպատակներով օգտագործված երկու գերձայնային բեռնափոխադրող ինքնաթիռներից մեկն է, մյուսը եղել է Տուպոլև Տու֊144֊ը։ Կոնկորդը պատրաստվել է համատեղ ՙAérospatiale՚ և Բրիտանական Ավիակորպորացիայի նախաձեռնությամբ անգլո֊ֆրանսիական համագործակղության շրջանակներում։ Այն զարգացրել է 2.04 Mach արագություն 92֊ից 128 ուղևորի համար։ 1969 թվականին ունենալով առաջին թռիչքը, Կոնկորդը 1976 թվականին մտցվեց շահագործման մեջ և շարունակեց իր առևտրային թռիչքները հաջորդ 27 տարիներին։

Կոնկորդի չվերթների շարքին են պատկանում նաև միջմայրցամաքային թռիչքները, ինչպիսիք են Լոնդոնի Հիդրոու և Շարլ դը Գոլի օդանավակայաններից դեպի Ջոն Ֆ․ Քենեդի, Վաշինգթոն Դյուլսի և Գրանթլի Ադամսի միջազգային օդանավակայաններ թռիչքները, որոնք ավելի կարճ էին տևում քան այլ ինքնաթիռների նույն թռիչքների տևողության կեսը։ Արտադրելով միայն 20 օդանավ, Կոնկորդի արտադրությունը զգալի տնտեսական կորուստ էր․ «Էյր Ֆրանսը» և Բրիտանական ավիաուղիները նույնպես ստացան բավականաչաջ պետական դրամական օժանդակություն դրանք գնելու համար։ Կոնկորդը շահագործումից հանվել է 2003 թվականին իր տեսակի մեջ նախադեպը չունեցող Էյր Ֆրանսի միակ ավիովթարից 2000 թվականին, սեպտեմբերի 11֊ի տեռորիստական հարձակումներից հետո 2001 թվականին և Էյրբասի՝ «Aérospatiale֊ի» և BAC֊ի սպասարկումը դադարեցնելու մասին որոշումից հետո։

Ֆրանսիայում և Միացյալ թագավորությունում ընդհանուր հաշվով արտադրվել է 20 օդանավ, որոնցից 6֊ը եղել են նախատիպային և մշակման նպատակով։ Մնացյալից յոթական հասել է Էյր Ֆրանսին և Բրիտանական Ավիաուղիներին։ Կոնկորդի անվանումը արտացոլում է Միացյալ Թագավորության և Ֆրանսիայի միջև համատեղ մշակման համաձայնությունը։ Միացյալ Թագավորությունում ցանկացած կամ բոլոր այդ տեսակի օդանավերը հայտնի «Կոնկորդ» անվանմամբ (անգլ.՝ "Concorde", առանց առանց որոշյալ կամ անորոշ հոդի)։ Օդանավը բազմաթիվ մարդկանց կողմից համարվում է ավիացիայի իկոնան, իսկ ճարտարագիտության՝ հրաշալիքը։

Մշակում

Վաղ ուսումնասիրություններ

Կոնկորդ նախագծի սկբնավորումը սկվել է դեռ վաղ 1950֊ականներին, երբ Առնոլդ Հոլլն՝ Արքայական Օդանավերի Հիմնարկության տնօրենը, դիմեց Մորին Մորգանին, որպեսզի նա հաձնաժողով կազմի գերձայնային ինքնաթիռների կոնցեպտն ուսումնասիրելու նպատակով։ Խումբն առաջին անագամ հադիպեց 1954 թվականի փետրվարին և կատարեց իր առաջին զեկույցը 1955 թվականի ապրիլին։

Այդ ժամանակ հայտնի էր, որ գերձայնային թռիչքն ուղղակիորեն կապված է թևերի տարածման հետ։ Այդ իսկ պատճառով օգտագործվեց շատ կարճ տարածվող, շատ բարակ ուղղանկյուն թևեր, ինչպիսիք են հրթիռների կառավարման թևերը, և Lockheed F-104 Starfighter կամ Avro 730 ինքնաթիռներինի պես, որոնք ուսումնասիրվում էին այդ թիմի կողմից։ Թիմն ուրվագծեց հիմնային գծերի կազմաձև, որը հիշեցնում էր մեծացված Avro 730֊ը, և անգամ զարմանալիորեն, գրեթե նույնն էր ինչ առաջարկվում էր Lockheed CL-400 «Suntan֊ի» համար։

Այս նույն կարճ տարածումն առաջացնում էր շատ քիչ բարձրացում ցածր արագություններում, որն էլ առաջ բերեց չափազանց երկար վազքուղու պահանջ և ահավոր բարձր վայրէջքի արագություններ։ Այսպիսի գերձայնային ինքնաթիռի նախագծում կպահանջվեր ահռելի շարժիչի ուժ, որպեսզի ունակ լիներ պոկվել գոյություն ունեցող թռիչքային վազքուղիներից, և այդ շարժիչը վառելիքով ապահովելու համար առաջ է գալիս «սոսկալի ծավալուն օդանավի» կարիք։ Հիմնվելով այս ամենի վրա, խումբը համարեց գերձայնային ինքաթիռի այս կոնցեպտն անիրագործելի և փոխարենը սկսեց ուսումնասիրել հիմնային գերձայնային աերոդինամիկան։

Սպլենդեր դելտաներ

Շուտով՝ Դիթրիշ Կյուշեմաննի (գերմ.՝ Dietrich Küchemann) RAE֊ում հրատարակած նոր թևերի պլան֊ձևերի մասին զեկույցների շարքից հետո, Միացյալ Թագավորությունում հայտնի դարձան, որպես «սպլենդեր դելտա» կոնցեպտ։ Կյուշեմաննի թիմը, ներառյալ Էրիք Մասկելն ու Կյուշեմաննի կինը Յոհաննա Վեբերն, աշխատեցին այն փաստով, որ դելտա թևերը կարող են առաջացնել ուժեղ հողմապտույտներ իրենց վերին մակերևույթներին մեծ հարձակման անկյան տակ (անգլ.՝ angle of attack)։ Հողմապտույտը զգալիորեն կիջեցնի օդի ճնշումը և զգալիորեն կնպաստի ամբարձման ունակության մակարդակի բարձացմանը։ Այս ազդեցությունն ավելի վաղ նկատել է Չակ Յիգըրը Convair XF-92֊ում, սակայն դրա որակական հատկանիշներն ամբողջովին չեն արժևորվել։ Կյուշեմանն առաջարկեց, որ դա զուտ հետաքրքրություն չէր, և այդ ազդեցությունը կարելի է նպատակաուղված կիրառելով ցածր արագություններում կատարողունակությունը զարգացնելու համար։

Կյուշեմանի աշխատությունները գերձայնային նախագծերի ամբողջ բնույթը թոխեցին գրեթե մեկ գիշերվա ընթացքում։ Չնայած որ դելտան օգտագործվել է ինքնաթիռների վրա մինչ այս, այդ նախագծերը օգտագործում էին ինքնաթիռի թևեր, որոնք ամենևին չէին տարբերվում միևնույն տարածվածության հետ ուղղված թևերից (անգլ.՝ swept wing, ռուս.՝ Стреловидность крыла)։ Կյուշեմանը նշել է, որ ամբարձումն ուժեղանում է հողմապտույտից թևի երկարությամբ, որի վրա այն պետք է գործի, որն էլ ենթադրում է արդյունքի ավելի կլավանա, եթե թևերն ինքնաթիռի հիմնամասի՝ ֆյուզելյաժի, երկարությամբ հնարավորինս ընդլայնվելի։ Այսպիսի կազմաձևը կունենա լավ գերձայնային կատարողունակություն, որը հատուկ է կարճ տարածմամբ թևերովինին, մինչդեռ ունենալով խելամիտ ամբարձման և վայրէջքի արագություններ՝ օգտագործելով հողմապտույտների առաջացումը։ Այսպիսի նախագծման միակ թերացումն այն է, որ օդանավը պետք է ամբաձվի և վայրէջք կատարի չափազանց աղմկոտ, որպեսզի գեներացնի անհրաժեշտ հողմապտույտային ամբարձիչ ուժը, որն անհարաժեշտ էր ցածր արագություններում։ Այն նույնպես պետք է ունենա երկար վայրէջքային անիվներ անհրաժեշտ անկյունը ստեղծելու համար քանի դեռ վազքուղու վրա է։

Կյուշեմանը ներկայացրել է այս գաղափարը մի հանդիպման ժամանակ, որտեղ նաև ներկա եղել Մորգանը։ Փորձարկող օդաչու Էրիք Բրաունը վերհիշում է Մորգանի արձագանքն ասելով, որ նա իսկույն խլեց այն որպես գերձայնային ինքնաթիռների խնդրի լուծում։ Բրաունը համարում է այս պահը Կոնկորդ նախագծի իսկական ծնունդը։

STAC

The HP.115 tested the low-speed performance of the slender delta layout.

On 1 October 1956 the Ministry of Supply asked Morgan to form a new study group, the Supersonic Transport Advisory Committee or STAC, with the explicit goal of developing a practical SST design and finding industry partners to build it. At the very first meeting, on 5 November 1956, the decision was made to fund the development of a testbed aircraft to examine the low speed performance of the slender delta, a contract that eventually produced the Handley Page HP.115. This aircraft would ultimately demonstrate safe control at speeds as low as 69 mph, about ⅓rd that of the Starfighter.

STAC claimed that an SST would have economic performance similar to existing subsonic types. Although they would burn more fuel in cruise, they would be able to fly more sorties in a given period of time, so fewer aircraft would be needed to service a particular route. This would remain economically advantageous as long as fuel represented a small percentage of operational costs, as it did at the time. STAC suggested that two designs naturally fell out of their work, a transatlantic model flying at about Mach 2, and a shorter-range version flying at perhaps Mach 1.2. Morgan suggested that a 150 passenger transatlantic SST would cost about £75 to £90 million to develop to production, and be in service in 1970. The smaller 100 passenger short-range version would cost perhaps £50 to £80 million, and be ready for service in 1968. To meet this schedule, development would need to begin in 1960, with production contracts let in 1962. Morgan strongly suggested that the US was already involved in a similar project, and that if the UK failed to respond it would be locked out of an airliner market that he believed would be dominated by SST aircraft.

In 1959 a study contract was let to Hawker Siddeley and Bristol for preliminary designs based on the slender delta concept, which developed as the HSA.1000 and Bristol 198. Armstrong Whitworth also responded with an internal design, the "M-Wing", for the lower-speed shorter-range category. Even at this early time, both the STAC group and the government were looking for partners to develop the designs. In September 1959 Hawker approached Lockheed, and after the creation of British Aircraft Corporation in 1960, the former Bristol team immediately started talks with Boeing, General Dynamics, Douglas Aircraft and Sud Aviation.

Ogee planform selected

Küchemann and others at the RAE continued their work on the slender delta throughout, considering three basic shapes; the classic straight-edge delta, the "gothic delta" that was rounded outwards to appear like a gothic arch, and the "ogival wing" that was compound-rounded into the shape of an ogee. Each of these planforms had their own advantages and disadvantages in terms of aerodynamics. As they worked with these shapes, a practical concern grew to become so important that it forced selection of one of these designs.

Generally one wants to have the wing's center of pressure (CoP, or "lift point") close to the aircraft's center of gravity (CoG, or "balance point") in order to lower the amount of control force that needs to be applied in order to pitch the aircraft. As the aircraft layout changes during the design phase, it is common for the CoG to move fore or aft. With a normal wing design this can be addressed by moving the wing slightly fore or aft to account for this. With a delta wing running most of the length of the fuselage, this was no longer easy; moving the wing would leave it in front of the nose or behind the tail. Studying the various layouts in terms of CoG changes, both during design and changes due to fuel use during flight, the ogee planform immediately came to the fore.

While the wing planform was evolving, so was the basic SST concept. Bristol's original Model 198 was a small design with an almost pure slender delta wing, but evolved into the larger Model 223 with an ogival wing and canards as well.

Partnership with Sud

By this time similar political and economic concerns in France had led to their own SST plans. In the late 1950s the government requested designs from both the government-owned Sud and Nord, as well as Dassault. All three returned designs based on Küchemann's slender delta; Nord suggested a ramjet powered design flying at Mach 3, the other two were jet powered Mach 2 designs that were similar to each other. Of the three, the Sud Aviation Super Caravelle won the design contest with a medium-range design deliberately sized to avoid competition with transatlantic US designs they assumed were already on the drawing board.

As soon as the design was complete, in April 1960, Pierre Satre, the company's technical director, was sent to Bristol to discuss a partnership. Bristol was surprised to find that the Sud team had designed a very similar aircraft after considering the SST problem and coming to the very same conclusions as the Bristol and STAC teams in terms of economics. It was later revealed that the original STAC report, marked "For UK Eyes Only", had secretly been passed to the French in order to win political favour. Sud made minor changes, and presented it as their own work.

The two teams found much to agree on. The French had no modern large jet engines, and had already concluded they would be buying a British design anyway (as they had on the earlier subsonic Caravelle). As neither company had experience in the use of high-heat metals for airframes, a maximum speed of around Mach 2 was selected so aluminium could be used – above this speed the friction with the air warms the metal so much that aluminium begins to soften. This lower speed would also speed development and allow their design to fly before the Americans. Finally, everyone involved agreed that Küchemann's ogive design (ogee shaped wings) was the right one.

The only disagreements were over the size and range. The UK team was still focussed on a 150 passenger design serving transatlantic routes, while the French were deliberately avoiding these. However, this proved not to be the barrier it might seem; common components could be used in both designs, with the shorter range version using a clipped fuselage and four engines, the longer one with a stretched fuselage and six engines, leaving only the wing to be extensively re-designed. The teams continued to meet through 1961, and by this time it was clear that the two aircraft would be considerably more similar in spite of different range and seating arrangements. A single design emerged that differed primarily in fuel load. More powerful engines, being developed for the TSR-2, allowed either design to be powered by only four engines.

Cabinet response, treaty

While the development teams met, French Minister of Public Works and Transport Robert Burton was meeting with the UK Minister of Aviation Peter Thorneycroft, and Thorneycroft soon revealed to the cabinet that the French were much more serious about a partnership than any of the US companies. The various US companies had proved uninterested in such a venture, likely due to the belief that the government would be funding development and would frown on any partnership with a European company, and the risk of "giving away" US technological leadership to a European partner.

When the STAC plans were presented to the UK cabinet, a very negative reaction resulted. The economic considerations were considered highly questionable, especially as these were based on development costs, now estimated to be £150 million, which were constantly being overrun in the industry. The Treasury Ministry in particular presented a very negative view, suggesting that there was no way the project would have any positive financial returns for the government, especially in light that "the industry's past record of over-optimistic estimating (including the recent history of the TSR.2) suggests that it would be prudent to consider the £150 million [cost] to turn out much too low."

This concern led to an independent review of the project by the Committee on Civil Scientific Research and Development, which met on topic between July and September 1962. The Committee ultimately rejected the economic arguments, including considerations of supporting the industry made by Thorneycroft. Their report in October stated that it was unlikely there would be any direct positive economic outcome, but that the project should still be considered for the simple reason that everyone else was going supersonic, and they were concerned they would be locked out of future markets. Conversely, it appeared the project would not be likely to significantly impact other, more important, research efforts.

After considerable argument, the decision to proceed ultimately fell to an unlikely political expediency. At the time, the UK was pressing for admission to the European Common Market, which was being controlled by Charles de Gaulle who felt the UK's Special Relationship with the US made them unacceptable in a pan-European group. Cabinet felt that signing a deal with Sud would pave the way for Common Market entry, and this became the main deciding reason for moving ahead with the deal. It was this belief that had led the original STAC documents being leaked to the French. However, De Gaulle spoke of the European origin of the design, and continued to block the UK's entry into the Common Market.

The development project was negotiated as an international treaty between the two countries rather than a commercial agreement between companies and included a clause, originally asked for by the UK, imposing heavy penalties for cancellation. A draft treaty was signed on 29 November 1962.

Անվանում

Արտացոլելով ֆրանս֊բրիտանական կառավարությունների միջև դաշնագիրը, որը տարավ Կոնկորդի կառուցմանը, Կոնկորդ անվանումը ֆրանսերեն բառից է concorde ([kɔ̃kɔʁd]), որն ունի անգլերեն համարժեքը՝ concord։ Երկու բառերն էլ նշանակում են համաձայնություն, ներդաշնակություն կամ միաբանություն։ Անվանումը պաշտոնապես փոխվել է Concord֊ի Հարոլդ Մակմիլանի կողմից ի պատասխան Շարլ դը Գոլից ստացած անտեսման։ 1967 թվականին՝ Թուլուզում ինքնաթիռի ֆրանսիական շնորհանդեսի ժամանակ Բրիտանական կառավարություն տեխնոլոգիայի նախարար Թոնի Բենը հայտարարել է, որ ինքը հետ կփոխի գրությունը Concorde֊ի։ Սա առաջ բերեց ազգայնականների բողոքը, որը հետո մարեց, երբ Բենը հայտարարեղ, որ 'e' վերջածանցը ներկայացնում «Excellence֊ն, England֊ն, Europe֊ը և Entente֊ը (Cordiale)»։

Կոնկորդը նույնպես ձեռք է բերել մի անսովոր անվանակարգություն պարզապես օդանավ լինելով հանդերձ։ Միացիալ թագավորությունում ընդհանուր խոսակցականում այս տեսակի օդանավերը հայտնի են որպես Concordeառանց հոդի, ոչ թե the Concorde կամ a Concorde ձևերով։

Շուկայում իրացման ջանքեր

British Airways Concorde in early BA livery at London Heathrow Airport, in the 1980s

At first the new consortium intended to produce one long-range and one short-range version. However, prospective customers showed no interest in the short-range version and it was dropped.

The consortium secured orders (i.e., non-binding options) for over 100 of the long-range version from the major airlines of the day: Pan Am, BOAC, and Air France were the launch customers, with six Concordes each. Other airlines in the order book included Panair do Brasil, Continental Airlines, Japan Airlines, Lufthansa, American Airlines, United Airlines, Air India, Air Canada, Braniff, Singapore Airlines, Iran Air, Olympic Airways, Qantas, CAAC, Middle East Airlines, and TWA. At the time of the first flight the options list contained 74 options from 16 airlines:

Airline	Number	Reserved	Cancelled	Remarks
Panair do Brasil	3	Oct 1961	10 Feb 1965
Pan Am	6	3 Jun 1963	31 Jan 1973	2 extra options in 1964
Air France	6	3 Jun 1963		2 extra options in 1964
BOAC	6	3 Jun 1963		2 extra options in 1964
Continental Airlines	3	24 Jul 1963	Mar 1973
American Airlines	4	7 Oct 1963	Feb 1973	2 extra options in 1965
TWA	4	16 Oct 1963	31 Jan 1973	2 extra options in 1965
MEA	2	4 Dec 1963	Feb 1973
Qantas	6	19 Mar 1964		2 cancelled in May 1966
Air India	2	15 Jul 1964	Feb 1975
Japan Airlines	3	30 Sep 1965	1973
Sabena	2	1 Dec 1965	Feb 1973
Eastern Airlines	2	28 Jun 1966	Feb 1973	2 extra options on 15 Aug 1966 2 other extra options on 28 Apr 1967
United Airlines	6	29 Jun 1966	26 Oct 1972
Braniff	3	1 Sep 1966	Feb 1973
Lufthansa	3	16 Feb 1967	Apr 1973
Air Canada	4	1 Mar 1967	6 Jun 1972

Փորձարկում

The design work was supported by a preceding research programme studying the flight characteristics of low ratio delta wings. The supersonic BAC 221 was modified for flight tests of the high speed flight envelope, the Handley Page HP.115 also provided valuable information on low speed performance.

Construction of two prototypes began in February 1965: 001, built by Aerospatiale at Toulouse, and 002, by BAC at Filton, Bristol. Concorde 001 made its first test flight from Toulouse on 2 March 1969, piloted by André Turcat, and first went supersonic on 1 October. The first UK-built Concorde flew from Filton to RAF Fairford on 9 April 1969, piloted by Brian Trubshaw. Both prototypes were presented to the public for the first time on 7–8 June 1969 at the Paris Air Show. As the flight programme progressed, 001 embarked on a sales and demonstration tour on 4 September 1971, which was also the first transatlantic crossing of Concorde. Concorde 002 followed suit on 2 June 1972 with a tour of the Middle and Far East. Concorde 002 made the first visit to the United States in 1973, landing at the new Dallas/Fort Worth Regional Airport to mark that airport’s opening.

Concorde's first visit to Heathrow Airport on 1 July 1972.

While Concorde had initially held a great deal of customer interest, the project was hit by a large number of order cancellations. The Paris Le Bourget air show crash of the competing Soviet Tupolev Tu-144 had shocked potential buyers, and public concern over the environmental issues presented by a supersonic aircraft – the sonic boom, takeoff-noise and pollution – had produced a shift in public opinion of SSTs. By 1976 four nations remained as prospective buyers: Britain, France, China, and Iran. Only Air France and British Airways (the successor to BOAC) took up their orders, with the two governments taking a cut of any profits made.

The United States cancelled the Boeing 2707, its rival supersonic transport programme, in 1971. Observers have suggested that opposition to Concorde on grounds of noise pollution had been encouraged by the United States Government, as it lacked its own competitor. The US, India, and Malaysia all ruled out Concorde supersonic flights over the noise concern, although some of these restrictions were later relaxed. Professor Douglas Ross characterised restrictions placed upon Concorde operations by President Jimmy Carter's administration as having been an act of protectionism of American aircraft manufacturers.

Concorde had other considerable difficulties that led to its dismal sales performance. Costs had spiralled during development to more than six times the original projections, arriving at a unit cost of £23 million in 1977. World events had also dampened Concorde sales prospects, the 1973 oil crisis made many airlines think twice about aircraft with high rates of fuel consumption; and new wide-body aircraft, such as the Boeing 747, had recently made subsonic aircraft significantly more efficient and presented a low-risk option for airlines. While carrying a full load, Concorde achieved 15.8 passenger miles per gallon of fuel, while the Boeing 707 reached 33.3 pm/g, the Boeing 747 46.4 pm/g, and the McDonnell Douglas DC-10 53.6 pm/g. An emerging trend in the industry in favour of cheaper airline tickets had also caused airlines such as Qantas to question Concorde's market suitability.

Նախագիծ

Concorde flight deck layout

Գլխավոր հատկանիշներ

Կոնկորդը սլաքաձև դելտա֊թևավոր օդանավ է չորս Ռոլս֊Ռոյս/Սնեքմա Օլիմպուս 593 շարժիչով, որոնք հիմնված են Avro Vulcan ռմբակոծիչի շարժիչի վրա։ Կոնկորդն առաջին օդանավն էր, որ ուներ (այս դեպքում անալոգային) հեռակառավորման համակարգ (անգլ.՝ fly-by-wire)․ Կոնկորդի ավիոէլէկտրոնիկան առանձնահատուկ էր, քանի որ դա առաջին առևտրային ինքնաթիռն էր, որ ներառում էր հիբրիդ միկրոսխեմաներ։ Նախագծի գլխավոր նախագծողն է եղել Պիեռ Սատրը, իսկ Արչիբալդ Ռասելը՝ նրա տեղակալը։

Կոնկորդն առաջին էր հետևյալ տեխնոլոգիաներով․

Բարձր արագության և թռիչքի լավարկման համար․

• Կրկնակի դելտա թևեր
• Փոփոխական օդի ներթողման շարժիչի համակարգ՝ կառավարվող թվային համակարգիչներով
• Supercruise ընդունակություն
• Thrust-by-wire շարժիչներ՝ FADEC֊ով կառավարվող շարժիչների նախնին
• Կախված քիթը, ավելի լավ վայրէջքի տեսադաշտ ունենալու համար

Քաշի խնայողության և կատարողունակության համար․

• 2.04 Մախ (~2,179 կմ/ժ or 1,354 mph) թռիչքային արագություն օպտիմալ վառելիքի ծախսի համար (չնայած գերձայնային նվազագույն քարշքին, տուրբոռեակտիվ շարժիչներն ավելի արդյունավետ են բարձր արագություններում։) 2.0 մախի և 60,000 ոտնաչափ բարձրության ժամանակ վառելիքի ծախսը 1 ժամում կազմում է 4,800 գալոն։
• Հիմնականում ալյումինե կոնստրուկցիա թեթև քաշի և ավանդական արտադրության հաամար (բարձր արագությունների համար ենթադրվում է ալյումինի կիրառումը)
• Լրիվ֊ռեժիմային ավտոպիլոտ և դրոսելավորիչ (անգլ.՝ autothrottle) թույլ տալով առանց միջամտության ինքնաթիռի ղեկավարում թռիչքից մինչև վայրէջք
• Ամբողջովին էկլոկտրոնային ղեկավարվող համաօրինակով, fly-by-wire թռիչքի կառավարման համարկարգերի
• Բարձր ճնշումային հիդրավլիկ համակարգ 28 MPa֊անոց (4,000 lbf/in²) թեթև հիդրավլիկ մասերի համար
• Complex Air Data Computer (ADC) ֊ մեքենայնացված վերահսկման և աերոդինամիկ չափումների փոխանցման համար (ընդհանուր ճնշում, ստատիկ ճնշում, հարձակման անկյուն, side-slip).
• Ամբողջովին էլեկտրոնայնորեն կառավորվող անալոգային brake-by-wire արգելակման համակարգ
• Գրավիտացիոն կենտրոնի ղեկավարում իրանի երկայնքով, վառելիքի բաշխելու միջոցով
• Մասերի պատրաստվածեն «Milling» տեխնոլոգիայով, իջեցնելով մասերի քանակը, մինչդեռ խնայելով քաշը և ավելացնելով ամրությունը
• Առանց օժանդակ սնուցման միավորի

Powerplant

Close up of pre-production engine nozzles of G-AXDN. The nozzle/thrust reverser design was altered for production

Concorde's intake system schematics

Concorde's intake system

Հիմնական հոդված՝ Rolls-Royce/Snecma Olympus 593

Concorde needed to fly long distances to be economically viable; this required high efficiency. Turbofan engines were rejected due to their larger cross-section producing excessive drag. Turbojets were found to be the best choice of engines. The engine used 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. Rolls-Royce's own engine proposed for the aircraft at the time of Concorde's initial design was the RB.169.

The aircraft used reheat (afterburners) at takeoff and to pass through the upper transonic regime and to supersonic speeds, between Mach 0.95 and Mach 1.7. The afterburners were switched off at all other times. Due to jet engines being highly inefficient at low speeds, Concorde burned two tonnes of fuel (almost 2% of the maximum fuel load) taxiing to the runway. Fuel used is Jet A-1. Due to the high thrust produced even with the engines at idle, only the two outer engines were run after landing for easier taxiing.

The intake design for Concorde’s engines was especially critical. The intakes had to provide low distortion levels (to prevent engine surge) and high efficiency for all likely ambient temperatures to be met in cruise. They had to provide adequate subsonic performance for diversion cruise and low engine-face distortion at take-off. They also had to provide an alternate path for excess intake air during engine throttling or shutdown. The variable intake features required to meet all these requirements consisted of front and rear ramps, a dump door, an auxiliary inlet and a ramp bleed to the exhaust nozzle.

As well as supplying air to the engine the intake also supplied air through the ramp bleed to the propelling nozzle. The nozzle ejector (or aerodynamic) design, with variable exit area and secondary flow from the intake, contributed to good expansion efficiency from take-off to cruise.

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 theoretically could have caused a catastrophic failure of the airframe. Although computer simulations predicted considerable problems, in practice Concorde could shut down both engines on the same side of the aircraft at Mach 2 without the predicted difficulties. During an engine failure the required air intake is virtually zero so, on Concorde, engine failure was 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 minimising drag. Concorde pilots were routinely trained to handle double engine failure.

Concorde's thrust-by-wire engine control system was developed by Ultra Electronics.

Տաքանալու խնդիրներ

Air compression on the outer surfaces caused the cabin to heat up during flight. Every surface, such as windows and panels, was warm to the touch by end of the flight. Besides engines, the hottest part of the structure of any supersonic aircraft, due to aerodynamic heating, is the nose. The engineers used Hiduminium R.R. 58, an aluminium alloy, throughout the aircraft due to its familiarity, cost and ease of construction. The highest temperature that aluminium could sustain over the life of the aircraft was 127 °C (261 °F), which limited the top speed to Mach 2.02. Concorde went through two cycles of heating and cooling during a flight, first cooling down as it gained altitude, then heating up after going supersonic. The reverse happened when descending and slowing down. This had to be factored into the metallurgical and fatigue modelling. A test rig was built that repeatedly heated up a full-size section of the wing, and then cooled it, and periodically samples of metal were taken for testing. The Concorde airframe was designed for a life of 45,000 flying hours.

Owing to air friction as the plane travelled at supersonic speed, the fuselage would heat up and expand by as much as 300 mm (almost 1 ft). The most obvious manifestation of this was a gap that opened up on the flight deck between the flight engineer's console and the bulkhead. On some aircraft that conducted a retiring supersonic flight, the flight engineers placed their caps in this expanded gap, wedging the cap when it shrank again. To keep the cabin cool, Concorde used the fuel as a heat sink for the heat from the air conditioning. The same method also cooled the hydraulics. During supersonic flight the surfaces forward from the cockpit became heated, and a visor was used to deflect much of this heat from directly reaching the cockpit.

Concorde had livery restrictions; the majority of the surface had to be covered with a highly reflective white paint to avoid overheating the aluminium structure due to heating effects from supersonic flight at Mach 2. The white finish reduced the skin temperature by 6 to 11 degrees Celsius. In 1996, Air France briefly painted F-BTSD in a predominantly blue livery, with the exception of the wings, in a promotional deal with Pepsi. In this paint scheme, Air France were advised to remain at Mach 2 for no more than 20 minutes at a time, but there was no restriction at speeds under Mach 1.7. F-BTSD was used because it was not scheduled for any long flights that required extended Mach 2 operations.

Կառուցվածքային խնդիրներ

Fuel pitch trim

Due to the high speeds at which Concorde travelled, large forces were applied to the aircraft's structure during banks and turns. This caused twisting and the distortion of the aircraft’s structure. In addition there were concerns over maintaining precise control at supersonic speeds; both of these issues were resolved by active ratio changes between the inboard and outboard elevons, varying at differing speeds including supersonic. Only the innermost elevons, which are attached to the stiffest area of the wings, were active at high speed. Additionally, the narrow fuselage meant that the aircraft flexed. This was visible from the rear passengers’ viewpoints.

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 if the centre of mass remains where it was. The engineers designed the wings in a specific manner to reduce this shift, but 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.

Range

In order to fly non-stop across the Atlantic Ocean, Concorde was developed to have the greatest supersonic range of any aircraft. This was achieved by a combination of engines which were highly efficient at supersonic speeds, a slender fuselage with high fineness ratio, and a complex wing shape for a high lift to drag ratio. This also required carrying only a modest payload and a high fuel capacity, and the aircraft was trimmed with precision to avoid unnecessary drag.

Nevertheless, soon after Concorde began flying, a Concorde "B" model was designed with slightly larger fuel capacity and slightly larger wings with leading edge slats to improve aerodynamic performance at all speeds, with the objective of expanding the range to reach markets in new regions. It featured more powerful engines with sound deadening and without the fuel-hungry and noisy reheat. It was speculated that it was reasonably possible to create an engine with up to 25% gain in efficiency over the Rolls-Royce/Snecma Olympus 593. This would have given 500 mi (805 km) additional range and a greater payload, making new commercial routes possible. This was cancelled due in part to poor sales of Concorde, but also to the rising cost of aviation fuel in the 1970s.

Ճառագայթման մտավախություններ

Կոնկորդի ֆյուզելյաժի (մարմնի) արտաքին տեսքը

Բրիտանական Ավիաուղիների Կոնկորդի ներքին տեսքը։ Նեղ ֆյուզելյաժը թույլ էր տալիս միայն 4 նստատեղ մի շարքում սահմանափակ տարածությամբ գլխավերևում։

Այն բարձրությունը, որով թռչում է Կոնկորդը, նշանակում էր, որ ուղևորները կստանան արտերկրյա իոնացման ճառագայթման մագնիսական հոսքի գրեթե կրկնակին ինչ որ կստանային ավանդական երկար փոխադրմամբ թռիչքների ժամանակ։ Կոնկորդի ներկայացումից ի վեր ենթադրվում էր, որ գերձայնային թռիչքների ընթացքում այս անպաշտպանվածությունը կմեծացնի մաշկի քաղցկեղի առաջացման հավանականությունը։ Շնորհիվ համամասնորեն նվազեցված թռիչքային ժամանակի, ընդհանուր համարժեք դոզան սովորաբար կլինի ավելի պակաս քան ավանդական թռիչքինը միևնույն հեռավորությամբ։ Unusual solar activity might lead to an increase in incident radiation. Ծայրահեղ ճառագայթման պատահարները կանխելու նպատակով ուղևովարասրահն ունի ռադիոմետրներ և ճառագայթման անկման տեմպը չափող սարքավորում։ Եթե ռադիացիայի մակարդակը շատ բարձր է դառնում, Կոնկորդը կիջնի 47,000 feet (14,000 m)֊ից ցած։

Cabin pressurisation

Airliner cabins were usually maintained at a pressure equivalent to 6,000–8,000 feet (1,800–2,400 m) elevation. Concorde’s pressurisation was set to an altitude at the lower end of this range, 6,000 feet (1,800 m). Concorde’s maximum cruising altitude was 60,000 feet (18,000 m); subsonic airliners typically cruise below 40,000 feet (12,000 m).

A sudden reduction in cabin pressure is hazardous to all passengers and crew. Above 50,000 feet (15,000 m), in the event of a sudden cabin depressurisation, the lack of air pressure would give a "time of useful consciousness" in even a conditioned athlete of no more than 10–15 seconds. At Concorde’s altitude, the air density is very low; a breach of cabin integrity would result in a loss of pressure severe enough so that the plastic emergency oxygen masks installed on other passenger jets would not be effective and passengers would quickly suffer from hypoxia despite quickly donning them. Concorde was equipped with smaller windows to reduce the rate of loss in the event of a breach, a reserve air supply system to augment cabin air pressure, and a rapid descent procedure to bring the aircraft to a safe altitude. The FAA enforces minimum emergency descent rates for aircraft and made note of Concorde’s higher operating altitude, concluding that the best response to a loss of pressure would be a rapid descent. Continuous positive airway pressure would have delivered pressurised oxygen directly to the pilots through masks.

Թռիչքային տվյալներ

Կոնկորդը ցածր մակարդակի թռիչք կատարելուց 1981 թվականի օգոստոսի ցուցադրական թռիչքի ժամանակ

Եթե առևտրային տուրբոինքնաթիռներից պահանջվում է ութ ժամ Նյու Յորքից դեպի Փարիզ թռչելու համար, ապա միջին գերձայնային միջմայրցամաքային թռիչքների տևողությունը 3.5 ժամից պակաս է լինում։ Կոնկորդի առավելագույն թռիչքային բարձրությունը 18,300 metres (60,039 ft) է և միջին թռիչքային արագությունը 2.02 մախ՝ մոտավորապես 1155 հանգույց (2140 կմ/ժ կամ 1334 մղոն ժամում), որն ավելին է քան սովորական ինքնաթիռի արագության կրկնակին։

Չունենալով ոչ մի այլ քաղաքացիական այլ միջոց գործող մոտ 56,000 ft (17,000 m) բարձրոթյունում, այդ չվերթներն կատարվում էին Կոնկորդով Ատլանտյան օվկիանոսը հատելու համար։ Ելնելով բարձր մակարդակի քամիների բնույթից, գերձայնային ինքնաթիռները կորդինատների պահով ունեին ֆիքսված չվերթներ, ի հակադրումն Հյուսիս֊Ատլանտյան ցածր բարձրությունների չվերթների, որոնք փոփոխվում են կախված օրվա եղանակային կանխատեսումներից։ Կոնկորդը նույնպես չի օգտագործվել 15,000-foot (4,600 m) բլոկում, թռչելով կամաց ամբարձմամբ 45,000 մինչև 60,000 ft (18,000 m) վառելիքի սպառման հետ զուգընթաց։ Սովորական ծառայության ժամանակ Կոնկորդը ամբարձվելուց հետո օգտագործում է խնայող cruise-climb թռիչքային ռեժիմը։

Դելտաձև թևեր ունենալը ենթադրում էր, որ Կոնկորդ ցածր արագություններում ավելի մեծ հարձակման անկյուն (անգլ.՝ angle of attack) պետք էր ունենար քան ավանդական ինքնաթիռները, որը նրան կտար հնարավորություն ամբարձող ուժն ապահովող թևերի վերին մակերևույթի վրա ծավալուն ցածր ճնշման հողմապտույտները առաջացնել։ Նորմալ վայրէջքային արագությունն էր 170 miles per hour (274 կմ/ժ)։ Այս մեծ անկյան պատճառով վայրէջքի ժամանակ Կոնկորդի հետին մասն ավելի ցարծր դիրքում էր գտնվում քարշիչ ուժի շնորհիվ, երբ դիմային կամ քթի մասը բարձրացնելուց վայրէջքի տեմպն ավելի է մեծանում, այդ իսկ պատճառով ինքնաթիռը զինված էր դրոսելավորմամբ՝ օդաչուի աշխատանքային ծանրաբեռնվածությունը մեղմելու համար։

Միակ բանը, որ կարող էր քեզ հուշել, որ դու շարժվում ես, դա ժամանակ առ ժամանակ այն էր լինում, երբ նշմարում ես հետ ընկնող գերձայնայինից ցածր արագություններով ինքնաթիռներին, որոնցից թռչում ես 20,000 ոտնաչափ բարձր, նկատի ունեմ թռչում ես 800 մղոն ժամում կամ ավելի արագությամբ նրանցից արագ։ Ինքնաթիռով թռչելն մի բացարձակ հաճույք էր, այն շատ չքնաղ էր։ Եվ հիշեք, մենք խոսում ենք ինքնաթիռի մասին, որ նախագծվել էր ուշ 1950֊ականներից մինչև 60֊ականների կեսերը։ Կարծում եմ, որ դա բացառիկ հիրաշք է, և հիմա, երբ մենք 21֊րդ դարում ենք, այն մնում է յուրահատուկ։ - Ջոն Հաթչինսոն, Կոնկորդի կապիտան

Արգելակներ և շասսի

Կոնկորդի հետևի շասսին

Կոնկորդի շասսին

Կոնկորդի դելտա թևերի գեներացրած ամբարձիչ ուժի պատճառով շասսիներն պետք է ուժեղ լինեին։ Ռոտացիայի կետում (անգլ.՝ rotation) Կոնկորդն առաջնայինի մասով ամբարձվելով ստեղծում է մեծ հարձակման անկյուն՝ մոտ 18 աստիճանի չափով։ Մինչև ռոտացիայի կետին հասնելը թևերի վրա ամբարձիչ ուժ բնավ չի գեներացվում ի հակադրումն տիպիկ ինքնաթիռների թևերի։ Ռոտացիայի կետում համադրվելով բարձր օդային արագության հետ (199 հանգույց) մեծ ծանրաբեռնվածություն էր ստեղծվում հետևի շասսիների վրա, որը սկզբնապես սպասված չէր և պահանջվեց հիմնովին վերանախագծումներ։ Ռոտացիոն կետում անհրաժեշտ մեծ անկյան պատճառով հետևի շասսիին ավելացվել է փոքր անիվների շարք կառավարման կորստից խուսափելու համար։ Չորս հիմնական անիվներն ամեն մի կողմում փչվելով զբաղեցնում են 232 lb/քառակուսի դյույմ։ The twin-wheel nose undercarriage retracts forwards and its tyres are inflated to a pressure of 191 lb/sq in, and the wheel assembly carries a spray deflector to prevent standing water being thrown up into the engine intakes. The tyres are rated to 250 mph. The starboard nose wheel carries a single disc brake to halt wheel rotation while the undercarriage is being retracted. The port nose wheel carries speed generators for the anti-skid braking system which prevents brake activation until nose and main wheels are rotating at the same rate.

Additionally, due to the high average takeoff speed of 250 miles per hour (400 կմ/ժ), Concorde needed upgraded brakes. Like most airliners, Concorde has anti-skid braking – a system which prevents the tyres from losing traction when the brakes are applied for greater control during roll-out. The brakes, developed by Dunlop, were the first carbon-based brakes used on an airliner. The use of carbon over equivalent steel brakes provided a weight-saving of 12,000 pounds (5,400 kg). Each wheel has multiple discs which are cooled by electric fans. Wheel sensors include brake overload, brake temperature, and tyre deflation. After a typical landing at Heathrow, brake temperatures were around 300-400 °C (572-752 °F).

Կախված քիթ

Concorde’s drooping nose, developed by Marshall Aerospace, enabled the aircraft to switch between being streamlined to reduce drag and achieve optimum aerodynamic efficiency, and not obstructing the pilot's view during taxi, takeoff, and landing operations. Due to the high angle of attack, the long pointed nose obstructed the view and necessitated the capability to droop. The droop nose was accompanied by a moving visor that retracted into the nose prior to being lowered. When the nose was raised to horizontal, the visor would rise in front of the cockpit windscreen for aerodynamic streamlining.

Concorde landing at Farnborough in September 1974

A controller in the cockpit allowed the visor to be retracted and the nose to be lowered to 5° below the standard horizontal position for taxiing and takeoff. Following takeoff and after clearing the airport, the nose and visor were raised. Prior to landing, the visor was again retracted and the nose lowered to 12.5° below horizontal for maximum visibility. Upon landing the nose was raised to the five-degree position to avoid the possibility of damage.

The Federal Aviation Administration had objected to the restrictive visibility of the visor used on the first two prototype Concordes and thus requiring alteration before the FAA would permit Concorde to serve US airports; this led to the redesigned visor used on the production and the four pre-production aircraft (101, 102, 201, and 202). The nose window and visor glass needed to endure temperatures in excess of 100 °C (212 °F) at supersonic flight were developed by Triplex.

Շահագործման պատմություն

Տե՛ս նաև՝ Concorde aircraft histories

Ծրագրված թռիչքներ

The official handover ceremony to British Airways of its first Concorde occurred on 15 January 1976 at Heathrow Airport

Concorde in Singapore Airlines livery at Heathrow in 1979

Concorde in Zurich airport in 1998

Air France Concorde at JFK Airport in 2003

Air France Concorde at CDG Airport in 2003

Scheduled flights began on 21 January 1976 on the London–Bahrain and Paris–Rio (via Dakar) routes, with BA flights using the "Speedbird Concorde" call sign to notify air traffic control of the aircraft’s unique abilities and restrictions, but the French using their normal call signs. The Paris-Caracas route (via Azores) began on 10 April. The US Congress had just banned Concorde landings in the US, mainly due to citizen protest over sonic booms, preventing launch on the coveted North Atlantic routes. The US Secretary of Transportation, William Coleman, gave permission for Concorde service to Washington Dulles International Airport, and Air France and British Airways simultaneously began service to Dulles on 24 May 1976.

When the US ban on JFK Concorde operations was lifted in February 1977, New York banned Concorde locally. The ban came to an end on 17 October 1977 when the Supreme Court of the United States declined to overturn a lower court’s ruling rejecting efforts by the Port Authority and a grass-roots campaign led by Carol Berman to continue the ban. In spite of complaints about noise, the noise report noted that Air Force One, at the time a Boeing VC-137, was louder than Concorde at subsonic speeds and during takeoff and landing. Scheduled service from Paris and London to New York’s John F. Kennedy Airport began on 22 November 1977.

In 1977, British Airways and Singapore Airlines shared a Concorde for flights between London and Singapore International Airport at Paya Lebar via Bahrain. The aircraft, BA’s Concorde G-BOAD, was painted in Singapore Airlines livery on the port side and British Airways livery on the starboard side. The service was discontinued after three return flights because of noise complaints from the Malaysian government; it could only be reinstated on a new route bypassing Malaysian airspace in 1979. A dispute with India prevented Concorde from reaching supersonic speeds in Indian airspace, so the route was eventually declared not viable and discontinued in 1980.

During the Mexican oil boom, Air France flew Concorde twice weekly to Mexico City’s Benito Juárez International Airport via Washington, DC, or New York City, from September 1978 to November 1982. The worldwide economic crisis during that period resulted in this route’s cancellation; the last flights were almost empty. The routing between Washington or New York and Mexico City included a deceleration, from Mach 2.02 to Mach 0.95, to cross Florida subsonically and avoid creating a sonic boom over the state; Concorde then re-accelerated back to high speed while crossing the Gulf of Mexico. On 1 April 1989, on an around-the-world luxury tour charter, British Airways implemented changes to this routing that allowed G-BOAF to maintain Mach 2.02 by passing around Florida to the east and south. Periodically Concorde visited the region on similar chartered flights to Mexico City and Acapulco.

From 1978 to 1980, Braniff International Airways leased 10 Concordes, five each from Air France and British Airways. These were used on subsonic flights between Dallas-Fort Worth and Washington Dulles International Airport, flown by Braniff flight crews. Air France and British Airways crews then took over for the continuing supersonic flights to London and Paris. The aircraft were registered in both the United States and their home countries; the European registration was covered while being operated by Braniff, retaining full AF/BA liveries. The flights were not profitable and typically less than 50% booked, forcing Braniff to end its tenure as the only US Concorde operator in May 1980.

In its early years, the British Airways Concorde service had a greater number of "no shows" (passengers who booked a flight and then failed to appear at the gate for boarding) than any other aircraft in the fleet.

British Caledonian interest

Following the launch of British Airways' Concorde services, Britain's other major airline, British Caledonian (BCal), set up a task force headed by Gordon Davidson, BA's former Concorde director, to investigate the possibility of their own Concorde operations. This was seen as particularly viable for the airline's long-haul network as there were two unsold aircraft then available for purchase.

One important reason for BCal's interest in Concorde was that the British Government's 1976 aviation policy review had opened the possibility of BA setting up supersonic services in competition with BCal's established sphere of influence. To counteract this potential threat, BCal considered their own independent Concorde plans, as well as a partnership with BA. BCal were considered most likely to have set up a Concorde service on the Gatwick–Lagos route, a major source of revenue and profits within BCal's scheduled route network; BCal's Concorde task force did assess the viability of a daily supersonic service complementing the existing subsonic widebody service on this route.

BCal entered into a bid to acquire at least one Concorde. However, BCal eventually arranged for two aircraft to be leased from BA and Aérospatiale respectively, to be maintained by either BA or Air France. BCal's envisaged two-Concorde fleet would have required a high level of aircraft utilisation to be cost-effective; therefore, BCal had decided to operate the second aircraft on a supersonic service between Gatwick and Atlanta, with a stopover at either Gander or Halifax. Consideration was given to services to Houston and various points on its South American network at a later stage. Both supersonic services were to be launched at some point during 1980; however, steeply rising oil prices caused by the 1979 energy crisis led to BCal shelving their supersonic ambitions.

Գնումը Բրիտանական ավիաուղիների կողմից

An Air France Concorde at John F. Kennedy International Airport in 1987

By around 1981 in the UK, the future for Concorde looked bleak. The British government had lost money operating Concorde every year, and moves were afoot to cancel the service entirely. A cost projection came back with greatly reduced metallurgical testing costs because the test rig for the wings had built up enough data to last for 30 years and could be shut down. Despite this, the government was not keen to continue. In 1983, BA's managing director, Sir John King, convinced the government to sell the aircraft outright to British Airways for £16.5 million plus the first year’s profits.

King recognised that, in Concorde, BA had a premier product that was underpriced. Market research had revealed that many customers thought Concorde was more expensive than it actually was; thus ticket prices were progressively raised to match these perceptions. It is reported that British Airways then ran Concorde at a profit, unlike their French counterpart.

Between 1984 and 1991, British Airways flew a thrice-weekly Concorde service between London and Miami, stopping at Washington Dulles International Airport. Until 2003, Air France and British Airways continued to operate the New York services daily. Concorde routinely flew to Grantley Adams International Airport, Barbados, during the winter holiday season.

Prior to the Air France Paris crash, several UK and French tour operators operated charter flights to European destinations on a regular basis; the charter business was viewed as lucrative by British Airways and Air France.

In 1997, British Airways held a promotional contest to mark the 10th anniversary of the airline's move into the private sector. The promotion was a lottery to fly to New York held for 190 tickets valued at £5,400 each, to be offered at £10. Contestants had to call a special hotline to compete with up to 20 million people.

Կոնկորդի 4590 թռիչքի վթար

Հիմնական հոդված՝ Air France Flight 4590

On 25 July 2000, Air France Flight 4590, registration F-BTSC, crashed in Gonesse, France after departing from Paris Charles de Gaulle en route to John F. Kennedy International Airport in New York City, killing all 100 passengers and nine crew members on board the flight, and four people on the ground. It was the only fatal accident involving Concorde.

According to the official investigation conducted by the Bureau d'Enquêtes et d'Analyses pour la Sécurité de l'Aviation Civile (BEA), the crash was caused by a metallic strip that fell from a Continental Airlines DC-10 that had taken off minutes earlier. This fragment punctured a tyre on Concorde's left main wheel bogie during takeoff. The tyre exploded, and a piece of rubber hit the fuel tank, which caused a fuel leak and led to a fire. The crew shut down engine number 2 in response to a fire warning, and with engine number 1 surging and producing little power, the aircraft was unable to gain altitude or speed. The aircraft entered a rapid pitch-up then a violent descent, rolling left and crashing tail-low into the Hôtelissimo Les Relais Bleus Hotel in Gonesse.

Prior to the accident, Concorde had been arguably the safest operational passenger airliner in the world in passenger deaths-per-kilometres travelled with zero, but had a rate of tyre damage some 30 times higher than subsonic airliners from 1995 to 2000. Safety improvements were made in the wake of the crash, including more secure electrical controls, Kevlar lining on the fuel tanks and specially developed burst-resistant tyres. On 6 December 2010, Continental Airlines and John Taylor, one of their mechanics, were found guilty of involuntary manslaughter, but on 30 November 2012 a French court overturned the conviction, saying mistakes by Continental and Taylor did not make them criminally responsible.

The first flight after the modifications departed from London Heathrow on 17 July 2001, piloted by BA Chief Concorde Pilot Mike Bannister. During the 3-hour 20-minute flight over the mid-Atlantic towards Iceland, Bannister attained Mach 2.02 and 60,000 ft (18,000 m) before returning to RAF Brize Norton. The test flight, intended to resemble the London–New York route, was declared a success and was watched on live TV, and by crowds on the ground at both locations. The first flight with passengers after the accident took place on 11 September 2001, landing shortly before the World Trade Center attacks in the United States. This was not a revenue flight, as all the passengers were BA employees.

Normal commercial operations resumed on 7 November 2001 by BA and AF (aircraft G-BOAE and F-BTSD), with service to New York JFK, where passengers were welcomed by then mayor Rudy Giuliani.

Շահագործումից հանում

Concorde's final flight; G-BOAF from Heathrow to Bristol, on 26 November 2003. The extremely high fineness ratio of the fuselage is evident.

On 10 April 2003, Air France and British Airways simultaneously announced that they would retire Concorde later that year. They cited low passenger numbers following the 25 July 2000 crash, the slump in air travel following the September 11, 2001 attacks, and rising maintenance costs. Although Concorde was technologically advanced when introduced in the 1970s, 30 years later, its analogue cockpit was dated. There had been little commercial pressure to upgrade Concorde due to a lack of competing aircraft, unlike other airliners of the same era such as the Boeing 747. By its retirement, it was the last aircraft in British Airways' fleet that had a flight engineer; other aircraft, such as the modernised 747-400, had eliminated the role.

On 11 April 2003, Virgin Atlantic founder Sir Richard Branson announced that the company was interested in purchasing British Airways’ Concorde fleet for their nominal original price of £1 (US$1.57 in April 2003) each. British Airways dismissed the idea, prompting Virgin to increase their offer to £1 million each. Branson claimed that when BA was privatised, a clause in the agreement required them to allow another British airline to operate Concorde if BA ceased to do so, but the Government denied the existence of such a clause. In October 2003, Branson wrote in The Economist that his final offer was "over £5 million" and that he had intended to operate the fleet "for many years to come". The chances for keeping Concorde in service were stifled by Airbus's lack of support for continued maintenance.

It has been suggested that Concorde was not withdrawn for the reasons usually given but that it became apparent during the grounding of Concorde that the airlines could make more profit carrying first class passengers subsonically. A lack of commitment to Concorde from Director of Engineering Alan MacDonald was cited as having undermined BA’s resolve to continue operating Concorde.

Էյր Ֆրանս

Air France Concorde at Paris-Charles de Gaulle Airport

Air France Concorde in Auto & Technik Museum Sinsheim

Air France made its final commercial Concorde landing in the United States in New York City from Paris on 30 May 2003. Air France's final Concorde flight took place on 27 June 2003 when F-BVFC retired to Toulouse.

An auction of Concorde parts and memorabilia for Air France was held at Christie's in Paris on 15 November 2003; 1,300 people attended, and several lots exceeded their predicted values. French Concorde F-BVFC was retired to Toulouse and kept functional for a short time after the end of service, in case taxi runs were required in support of the French judicial enquiry into the 2000 crash. The aircraft is now fully retired and no longer functional.

French Concorde F-BTSD has been retired to the "Musée de l'Air et de l'Espace" at Le Bourget (near Paris) and, unlike the other museum Concordes, a few of the systems are being kept functional. For instance, the famous "droop nose" can still be lowered and raised. This led to rumours that they could be prepared for future flights for special occasions.

French Concorde F-BVFB currently rests at the Auto & Technik Museum Sinsheim at Sinsheim, Germany, after its last flight from Paris to Baden-Baden, followed by a spectacular transport to Sinsheim via barge and road. The museum also has a Tu-144 on display – this is the only place where both supersonic airliners can be seen together.

Բրիտանական ավիաուղիներ

BA Concorde G-BOAB in storage at London Heathrow Airport. This aircraft flew for 22,296 hours between its first flight in 1976 and its final flight in 2000.

BA Concorde G-BOAC in its hangar at Manchester Airport Aviation Viewing Park

British Airways conducted a North American farewell tour in October 2003. G-BOAG visited Toronto Pearson International Airport on 1 October, after which it flew to New York’s John F. Kennedy International Airport. G-BOAD visited Boston’s Logan International Airport on 8 October, and G-BOAG visited Washington Dulles International Airport on 14 October. It has been claimed that G-BOAD’s flight from London Heathrow to Boston set a transatlantic flight record of 3 hours, 5 minutes, 34 seconds. However the fastest transatlantic flight was from New York JFK airport to Heathrow on 7 February 1996, taking 2 hours, 52 minutes, 59 seconds; 90 seconds less than a record set in April 1990.

In a week of farewell flights around the United Kingdom, Concorde visited Birmingham on 20 October, Belfast on 21 October, Manchester on 22 October, Cardiff on 23 October, and Edinburgh on 24 October. Each day the aircraft made a return flight out and back into Heathrow to the cities, often overflying them at low altitude. On 22 October, both Concorde flight BA9021C, a special from Manchester, and BA002 from New York landed simultaneously on both of Heathrow's runways. On 23 October 2003, the Queen consented to the illumination of Windsor Castle, an honour reserved for state events and visiting dignitaries, as Concorde's last west-bound commercial flight departed London.

British Airways retired its Concorde fleet on 24 October 2003. G-BOAG left New York to a fanfare similar to that given for Air France’s F-BTSD, while two more made round trips, G-BOAF over the Bay of Biscay, carrying VIP guests including former Concorde pilots, and G-BOAE to Edinburgh. The three aircraft then circled over London, having received special permission to fly at low altitude, before landing in sequence at Heathrow. The captain of the New York to London flight was Mike Bannister. The final flight of a Concorde in the US occurred on 5 November 2003 when G-BOAG flew from New York's Kennedy Airport to Seattle's Boeing Field to join the Museum of Flight's permanent collection. The plane was piloted by Mike Bannister and Les Broadie who claimed a flight time of three hours, 55 minutes and 12 seconds, a record between the two cities. The museum had been pursuing a Concorde for their collection since 1984. The final flight of a Concorde world-wide took place on 26 November 2003 with a landing at Filton, Bristol, UK.

All of BA's Concorde fleet have been grounded, drained of hydraulic fluid and their airworthiness certificates withdrawn. Jock Lowe, ex-chief Concorde pilot and manager of the fleet estimated in 2004 that it would cost £10–15 million to make G-BOAF airworthy again. BA maintain ownership and have stated that they will not fly again due to a lack of support from Airbus. On 1 December 2003, Bonhams held an auction of British Airways’ Concorde artifacts, including a nose cone, at Kensington Olympia in London. Proceeds of around £750,000 were raised, with the majority going to charity. G-BOAD is currently on display at the Intrepid Sea, Air & Space Museum in New York. In 2007, BA announced that the advertising spot at Heathrow where a 40% scale model of Concorde was located would not be retained; the model is now on display at the Brooklands Museum.

Restoration

Although only used for spares after being retired from test flying and trials work in 1981, Concorde G-BBDG was dismantled and transported by road from Filton then restored from essentially a shell at the Brooklands Museum in Surrey.

One of the youngest Concordes (F-BTSD) is on display at Le Bourget Air and Space Museum in Paris. In February 2010, it was announced that the museum and a group of volunteer Air France technicians intend to restore F-BTSD so it can taxi under its own power. In May 2010, it was reported that the British Save Concorde Group and French Olympus 593 groups had begun inspecting the engines of a Concorde at the French museum; their intent is to restore the airliner to a condition where it can fly in demonstrations.

Շահագործողներ

• Air France
• British Airways
• Braniff International Airways (short term lease)
• Singapore Airlines (short term wet lease)

Comparable aircraft

Tu-144FL as a research aircraft for NASA in 1997

Tu-144 and Concorde in Auto & Technik Museum Sinsheim

The only supersonic airliner in direct competition with Concorde was the Soviet Tupolev Tu-144, nicknamed "Concordski" by Western European journalists for its outward similarity to Concorde. It had been alleged that 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 Tu-144 prototype was substantially different from the preproduction machines, but both were cruder than Concorde. The Tu-144S had a significantly shorter range than Concorde, due to its low-bypass turbofan engines. The aircraft had poor control at low speeds because of a simpler supersonic wing design; in addition the Tu-144 required braking parachutes to land while Concorde used anti-lock brakes. The Tu-144 had two crashes, one at the 1973 Paris Air Show, and another during a pre-delivery test flight in May 1978.

Later production Tu-144 versions were more refined and competitive. They had retractable canards for better low-speed control, turbojet engines providing nearly the fuel efficiency and range of Concorde and a top speed of Mach 2.35. Passenger service commenced in November 1977, but after the 1978 crash the aircraft was taken out of service. The aircraft had an inherently unsafe structural design as a consequence of an automated production method chosen in order to simplify and speed up manufacturing.

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 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.

The only other large supersonic aircraft comparable to Concorde are strategic bombers, principally the Russian Tu-22, Tu-22M, M-50 (experimental), T-4 (experimental), Tu-160 and the American XB-70 (experimental), B-1.

Հավելյալ տեղեկություն՝ Supersonic transport

Impact

Environmental

Before Concorde’s flight trials, developments in the civil aviation industry were largely accepted by governments and their respective electorates. Opposition to Concorde’s noise, particularly on the east coast of the United States, forged a new political agenda on both sides of the Atlantic, with scientists and technology experts across a multitude of industries beginning to take the environmental and social impact more seriously. Although Concorde led directly to the introduction of a general noise abatement programme for aircraft flying out of John F. Kennedy Airport, many found that Concorde was quieter than expected, partly due to the pilots temporarily throttling back their engines to reduce noise during overflight of residential areas. Even before revenue flights started it had been claimed that Concorde was quieter than several aircraft then in service. In 1971 BAC's technical director was quoted "It is certain on present evidence and calculations that in the airport context, production Concordes will be no worse than aircraft now in service and will in fact be better than many of them."

Concorde produced nitrogen oxides in its exhaust, which, despite complicated interactions with other ozone-depleting chemicals, are understood to result in degradation to the ozone layer at the stratospheric altitudes it cruised. It has been pointed out that other, lower-flying, airliners produce ozone during their flights in the troposphere, but vertical transit of gases between the layers is restricted. The small fleet meant overall ozone-layer degradation caused by Concorde was negligible. David W. Fahey, of the National Oceanic and Atmospheric Administration, found that to produce a drop in stratospheric ozone of 1 to 2% would require a fleet of 500 supersonic aircraft to be operated. Dr. Fahey stated that this would not be a limiting factor for further supersonic transport development.

Concorde’s technical leap forward boosted the public’s understanding of conflicts between technology and the environment as well as awareness of the complex decision analysis processes that surround such conflicts. In France, the use of acoustic fencing alongside TGV tracks might not have been achieved without the 1970s controversy over aircraft noise. In the UK, the CPRE has issued tranquillity maps since 1990.

Some sources say Concorde typically flew 17 miles per U.S. gallon (14 L/100 km; 20 mpg_-imp) per passenger (100 passengers were maximum capacity).

Public perception

Parade flight at Queen’s Golden Jubilee in June 2002

Concorde was normally perceived as a privilege of the rich, but special circular or one-way (with return by other flight or ship) charter flights were arranged to bring a trip within the means of moderately well-off enthusiasts.

The aircraft was usually referred to by the British as simply "Concorde". In France it was known as "le Concorde" due to "le", the definite article, used in French grammar to introduce the name of a ship or aircraft, and the capital being used to distinguish a proper name from a common noun of the same spelling. In French, the common noun concorde means "agreement, harmony, or peace". Concorde’s pilots and British Airways in official publications 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 Heathrow Airport. Significant numbers of people attended the final landings; the event received widespread media coverage.

In 2006, 37 years after its 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.

Special missions

HM The Queen and HRH The Duke of Edinburgh disembark Concorde in 1991.

Heads of France and the United Kingdom flew Concorde many times. Presidents Georges Pompidou, Valéry Giscard d'Estaing and François Mitterrand regularly used the Concorde as French flagman aircraft in foreign visits. British Queen Elizabeth II and Prime Ministers Edward Heath, Jim Callaghan, Margaret Thatcher, John Major, Tony Blair took the Concorde in some charter flights such as Queen's trips to Barbados on her Silver Jubilee in 1977, in 1987 and in 2003, to Middle East in 1984, to the United States in 1991, etc.

Pope John Paul II flew Concorde in May 1989. Both the French President, as well as the British Prime Minister flew Concordes to San Juan for the second G-6 Economic Summit, held in the United States and hosted by President Gerald Ford at the Dorado Beach Hotel in Dorado, Puerto Rico on June 27-28, 1976.

The Concorde sometimes made special flights for its demonstration, for exhibit on airshows (Farnborough, Paris-LeBourget, MAKS, etc.) and other expositions, for taking part in parades and celebrations (as ex., of Zürich airport anniversary in 1998), for private charters (as ex., many times by President of Zaire Mobutu Sese Seko), for promo-advertising of companies (OKI, etc.), for Olympic torch relays (1992 Winter Olympics in Albertville), for observing of solar eclipse, etc.

Records

The fastest transatlantic airliner flight was from New York JFK to London Heathrow on 7 February 1996 by British Airways' G-BOAD in 2 hours, 52 minutes, 59 seconds from takeoff to touchdown aided by a 175 mph tailwind. Concorde also set other records, including the official FAI "Westbound Around the World" and "Eastbound Around the World" world air speed records. On 12–13 October 1992, in commemoration of the 500th anniversary of Columbus’ first New World landing, Concorde Spirit Tours (USA) chartered Air France Concorde F-BTSD and circumnavigated the world in 32 hours 49 minutes and 3 seconds, from Lisbon, Portugal, including six refuelling stops at Santo Domingo, Acapulco, Honolulu, Guam, Bangkok, and Bahrain.

The eastbound record was set by the same Air France Concorde (F-BTSD) under charter to Concorde Spirit Tours in the USA on 15–16 August 1995. This promotional flight circumnavigated the world from New York/JFK International Airport in 31 hours 27 minutes 49 seconds, including six refuelling stops at Toulouse, Dubai, Bangkok, Andersen AFB in Guam, Honolulu, and Acapulco. By its 30th flight anniversary on 2 March 1999 Concorde had clocked up 920,000 flight hours, with more than 600,000 supersonic, much more than all of the other supersonic aircraft in the Western world combined.

On its way to the Museum of Flight in November 2003, G-BOAG set a New York City-to-Seattle speed record of 3 hours, 55 minutes, and 12 seconds.

Specifications

Other line drawings of Concorde

Concorde G-BOAC

• Runway requirement (with maximum load): 3,600 m (11,800 ft)

Notable appearances in media

Հիմնական հոդված՝ Aircraft in fiction § Concorde

See also

France   United Kingdom   Aviation

Ծանոթագրություններ

Նշումներ

Ցիտատներ

Գրականություն

• Conway, Eric (2005). High-Speed Dreams: NASA and the Technopolitics of Supersonic Transportation, 1945–1999. JHU Press. ISBN 080188067X. {{cite book}}: Invalid |ref=harv (օգնություն)
• Beniada, Frederic (2006). Concorde. Minneapolis, Minnesota: Zenith Press. ISBN 0-7603-2703-3. {{cite book}}: Invalid |ref=harv (օգնություն)
• Calvert, Brian. Flying Concorde: The Full Story. London: Crowood Press, 2002. ISBN 1-84037-352-0. {{cite book}}: Invalid |ref=harv (օգնություն)
• Deregel, Xavier. Concorde Passion. New York: LBM, 2009. ISBN 2-915347-73-5. {{cite book}}: Invalid |ref=harv (օգնություն); Unknown parameter |coauthor= ignored (|author= suggested) (օգնություն)
• Endres, Günter. Concorde. St Paul, Minnesota: MBI Publishing Company, 2001. ISBN 0-7603-1195-1. {{cite book}}: Invalid |ref=harv (օգնություն)
• Ferrar, Henry (ed.). The Concise Oxford French-English Dictionary. New York: Oxford University Press, 1980. ISBN 0-19-864157-5. {{cite book}}: |first= has generic name (օգնություն); Invalid |ref=harv (օգնություն)
• Frawley, Gerald (2003). The International Directory of Civil Aircraft, 2003/2004. Aerospace Publications. ISBN 1-875671-58-7. {{cite book}}: Invalid |ref=harv (օգնություն)
• Gunn, John (2010). Crowded Skies. Turnkey Productions. ISBN 978-0-646-54973-6.
• Kelly, Neil. The Concorde Story: 34 Years of Supersonic Air Travel. Surrey, UK: Merchant Book Company Ltd, 2005. ISBN 1-904779-05-0. {{cite book}}: Invalid |ref=harv (օգնություն)
• Knight, Geoffrey. Concorde: The Inside Story. London: Weidenfeld and Nicolson, 1976. ISBN 0-297-77114-0. {{cite book}}: Invalid |ref=harv (օգնություն)
• Lewis, Rob (2004). Supersonic secrets : the unauthorised biography of Concorde. London: Exposé. ISBN 0-9546617-0-2. {{cite book}}: Invalid |ref=harv (օգնություն); Unknown parameter |coauthors= ignored (|author= suggested) (օգնություն)
• McIntyre, Ian. Dogfight: The Transatlantic Battle over Airbus. Westport, Connecticut: Praeger Publishers, 1992. ISBN 0-275-94278-3. {{cite book}}: Invalid |ref=harv (օգնություն)
• Nunn, John Francis. Nunn's Applied Respiratory Physiology. Burlington, Maryland: Butterworth-Heineman, 1993. ISBN 0-7506-1336-X. {{cite book}}: Invalid |ref=harv (օգնություն)
• Owen, Kenneth (2001). Concorde: Story of a Supersonic Pioneer. London: Science Museum, 2001. ISBN 978-1-900747-42-4. {{cite book}}: Invalid |ref=harv (օգնություն)
• Orlebar, Christopher. The Concorde Story. Oxford, UK: Osprey Publishing, 2004. ISBN 1-85532-667-1. {{cite book}}: Invalid |ref=harv (օգնություն)
• Ross, Douglas (March 1978). The Concorde Compromise: The Politics of Decision-making. Bulletin of the Atomic Scientists. էջեր 46–53. {{cite book}}: Invalid |ref=harv (օգնություն)
• Schrader, Richard K. Concorde: The Full Story of the Anglo-French SST. Kent, UK: Pictorial Histories Pub. Co., 1989. ISBN 0-929521-16-1. {{cite book}}: Invalid |ref=harv (օգնություն)
• Taylor, John W. R. (1965). Jane's All The World's Aircraft 1965–66. Marston.
• Towey, Barrie (ed.). Jet Airliners of the World 1949–2007. Tunbridge Wells, Kent, UK: Air-Britain (Historians) Ltd, 2007. ISBN 0-85130-348-X. {{cite book}}: |first= has generic name (օգնություն); Invalid |ref=harv (օգնություն)
• Winchester, Jim. The World's Worst Aircraft: From Pioneering Failures to Multimillion Dollar Disasters. London: Amber Books Ltd, 2005. ISBN 1-904687-34-2. {{cite book}}: Invalid |ref=harv (օգնություն)
• Winchester, Jim (2005). X-Planes and Prototypes: From Nazi Secret Weapons to the Warplanes of the Future. Amber Books Ltd. ISBN 1-84013-815-7. {{cite book}}: Invalid |ref=harv (օգնություն)

Արտաքին հղումներ

Norayram/Ավազարկղ Բ էջը Վիքիպահեստում

• British Airways Concorde page
• Design Museum (UK) Concorde page
• Heritage Concorde preservation group site
• Concorde F-BVFB at the Auto & Technik Museum Sinsheim

Category:Air France–KLM Category:British Airways Concorde Category:Delta-wing aircraft Category:France–United Kingdom relations Category:International airliners 1960–1969 Category:Quadjets Category:Supersonic transports Category:Tailless aircraft