Concorde Flight Testing David Contributing Editor: Nigel Ferris Macdonald and Pete Comport

Mach 2 Concorde magazine Performance reviews Certification flight tests

Into the unknown Concorde visits Greenland

Issue 12 October 2017 Mach 2 October 2017 Introduction

This month we offer a detailed insight into two major aspects of Concorde operations. In our first article, British Airways Flight Engineer David Mac- donald and Fleet Shift Manager Pete Comport go through the procedure for Concorde certification flights – an essential requirement to keep the aircraft airworthy. Charter flights were another impor- tant part of Concorde services, and also required special management; Philip Cairns describes his experience of taking care of Concorde on her inaugural charter flight to Greenland.

We also have news of recent visits to Concorde museums. Katie John reports on a highly produc- tive meeting between Concorde preservation groups at Duxford, and Nigel Ferris gives us an insight into the final preparations at the Aerospace Bristol museum.

In this issue

2 Introduction Editor: Katie John 3 Concorde flight testing David Contributing editor: Nigel Ferris MacDonald and Pete Comport

10 Concorde memories Philip Cairns Cover: Concorde G-BOAF in the new Aerospace 12 Concorde Watch Bristol hangar at Filton. Photo: Nigel Ferris

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Concorde flight testing Pete Comport in conversation with David Macdonald

In order to maintain Concorde’s airworthiness, the aircraft had to undergo regular certification tests. Here, former British Airways Flight Engineer David Macdonald and Fleet Shift Manager Pete Comport talk us through each stage of this complex, meticulously planned process.

All commercial aircraft need to have Manager in the right-hand seat – flight time was only 3.5 hours). Ca- a Certificate of Airworthiness (C of but in command of the flight – and tering is ordered (just tea and coffee A). In order to maintain the certifi- two British Airways Flight Engi- and some sandwiches) and stowed in cation, each Concorde was required neers, one to operate and the other No 1 galley. Paperwork and briefing to complete regular flight tests at to “conduct”: i.e., to orchestrate the complete, the operating crew ready scheduled intervals, throughout its smooth flow from one test to the themselves and the aircraft. life in commercial operations, to en- next, particularly the often complex The flight test schedule requires sure that the aircraft operated as per configure/de-configure routines. several different operating heights the design. The flights are designed (One such “conductor” mentioned and operating speeds, to ensure to confirm the aircraft’s operational that the 5th seat, mounted on the that each part of the flight envelope standards as set out by the manufac- bulkhead at the back of the flight is tested. This means that airspace turer and certified by the governing deck, allowed only a view of backs of clearance and control would be airworthiness authority. heads – a kitchen stool behind the unusual for air traffic control (ATC). 4th seat was much better!) Crew will therefore meet well in A C of A flight would both test Although several specialists, advance of the flight, to go through flying skills and confirm engineer- drawn from the hangar, will accom- the flight profile in depth. ing excellence. These events were pany the flight, it is still necessary to Pre-take-off testing (additional special to all in Engineering and load bagged shingle ballast into the to the normal pre-take-off checklist) Flight Operations as they provided front hold, to enable the aircraft to involves the following tasks: an opportunity to test fly the aircraft explore the full Centre of Gravity to the edge of the design, operating, (CG) envelope – and beyond. • Testing of crew seats for operation and engineering limits – something • Engine power indication extraordinary for all involved. Preparations for flight • Take-off configuration warning In this article we go through the The aircraft departs from the en- • Manual control of the engine procedures carried out for all phases gineering base. It is fuelled to the intake ramps and spill doors of a typical C of A test flight. maximum tank capacity to ensure • Testing of wheel brakes and nose that the 4+ hour schedule can be wheel steering using emergency Pre-departure completed (a typical commercial hydraulic “Yellow” system.

Whereas the standard British Airways crew complement for Concorde is Captain, Co-pilot, and Flight Engineer, a C of A renewal presents an opportunity for our Civil Aviation Authority (CAA) friends to enjoy a little flight time. Thus, a typical test crew would comprise CAA pilot in the left-hand seat, CAA Observer behind him in the 4th seat, British Airways Flight Pre-flight preparations Concorde G-BOAB being fuelled in readiness for a C of A test flight. Photo: David Macdonald

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(Concorde has 3 systems – Blue, designed to function using only sen- aircraft’s fly-by-wire control systems Green, and Yellow – with pressure sors and piping attached to the skin (designed for “fail safe” operation) supplied by 6 engine-driven pumps, of the aircraft (such as the famous that individual tests for each speed and an emergency RAM Air Tur- nose pitot probe). control and warning are tested, with bine (RAT) – see below.) Testing the indicated airspeed each Air Data Computer powered Staying ahead of the game is system (IAS) means trimming en- down in turn to test the other. vital. For example, preparations for gine power with the flying controls This testing ensures correct cabin pressure tests begin before set for level flight at the maximum control of the outer elevons. It is take-off, so that 25 minutes later we safe airspeed for that altitude. essential to ensure that the elevons can move into them without delay. are locked out above Vmo, to ensure Air Data Computers and no violent movement at high speeds, flying controls – high speed Take-off and re-engage them once the aircraft Individual testing of the speed has decelerated below the maximum Take-off from LHR follows the warning systems provided by the operating airspeed. Testing of the normal procedures for routine flying, two Air Data Computers fol- middle and inner elevons for smaller but with some additional checking lows. Such is the complexity of the scales of travel will follow. of engine control features designed to increase the low pressure RPM (N1) power at idle throttles once we are airborne. The unique feature of holding back #4 engine to 88% N1 until the aircraft reached 60 knots is tested, to confirm an engine design need to limit high engine RPM at low airspeed. The aircraft is flown between predetermined waypoints, with testing completed along the route. Subsonic testing phase 1

Standby instruments With the aircraft trimmed to a centre of gravity (CG) of 54.5%, using fuel transfer managed by the Flight Engineer, the aircraft accelerates to the Vmo (Velocity Max Operating). This test is performed at between 15,000–20,000 feet; its purpose is to test the standby instruments for accuracy against the Air Data Computers. Standby instruments are

Flight envelope A page from British Airways’ Concorde operating manual. The thick black line shows the normal flight envelope. The hand-drawn red lines show the highest, fastest, and slowest that Concorde has ever been flown during factory certification testing, 1969–75. Source: David Macdonald

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Oxygen supply The artificial feel placed on the Flight test engineers John Allen, controls with the increase in speed Pete Holding, and Mike Addley wear is tested, as well as the indicated bone domes, oxygen masks, and airspeed warning on the airspeed parachutes on an early Concorde test aircraft. Oxygen masks were also indicators. needed for the de-pressurization test- Concorde operates at maximum ing phase on C of A test flights. allowable speed – not a bit under, Photo: David Macdonald but at maximum. To protect against control reversal at very high speeds in the vicinity of Mach 1, the outer failure during take-off at maximum elevons are driven to a zero-degree weight, and similarly to maintain neutral position. This function is a climb gradient on two engines checked by accelerating to 40 knots in prescribed circumstances. Data beyond the normal high speed limit, ing masks deploy above each seat gathered from our two tests is used noting the “plus 6 knots over speed row, cabin crew seats, and all toilets. to calculate what those critical gra- warning”. This is a duplicated sys- Warnings, operational indications, dients currently are and whether in- tem; both systems are checked. and announcements are tested. (The service deterioration has occurred. passenger address system auto- First comes the take-off case: Rubber jungles announces what to do when the with one engine shut down, the Whilst the above systems are under passenger oxygen is deployed.) remaining three at reheated take-off test, the aircraft is being progres- As soon as it is safe so to do, our power, landing gear up, nose at 5°, sively de-pressurized as part of the on-board tech staff will check that beginning at 5,000 feet, and flown process of climbing. Oxygen for all all oxygen masks have deployed and, at 215 knots precisely for 3 minutes. will soon be needed! as a matter of honour, will re-stow (Note: 215 knots is an extremely low The cabin excessive altitude 100+ masks, all before landing. “high drag” speed for Concorde.) warning (10,000 feet) will sound Second is what may be termed and flash on the central master Aircraft/engine perfor- an “en-route climb”. Beginning at warning panel on the centre console mance and low-speed 10,000 feet, the configuration land- glare shield. relights ing gear up, nose and visor up, two Next, the passenger cabin will Two performance climbs are con- engines on the same side are shut soon look like a rubber jungle of ducted with the utmost accuracy. down, with the others at maximum oxygen masks; all 4 air groups that During development and certifi- continuous power, and reheats off. provide fresh conditioned air into cation testing, every four-engine The climb is flown at Vmo, 400 the cabin are turned to OFF, and aircraft type must demonstrate knots at this altitude, for 4 minutes. at a cabin altitude of 14,000 feet, an ability to achieve a particular On each climb the aircraft must passenger oxygen system breath- climb gradient following an engine be flown on a constant heading, clear of cloud and with anti-icing systems off. Weights, altitudes, trim settings, temperature, and engine data are recorded. Engine relights Relighting the engines come next. Generally, on any aircraft type, it must be demonstrated that an engine can be relit at any point in Relight envelope A page from the BA flight operations manual showing the “relight en- velopes”. On most aeroplanes the engines must be able to be relit at any point in the flight envelope, whereas on Concorde, uniquely, you can relight either high and fast or low and slow, but there is a big gap in the middle. Source: David Macdonald

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Flight profile being overstressed in the event of A flight profile hand-drawn by pressurisation malfunctions, and David Macdonald these systems are tested at this stage for the C of A of the flight. renewal ahead of The first test undertaken is for one of the early supersonic climb acceleration whilst flights; the pilots liked to have a flying at Vmo, to test flying control profile to hand. systems. The test schedule describes Source: David the procedure as a “normal super- Macdonald sonic acceleration” – in other words, a routine element of any Concorde passenger flight. Reheats are applied two at a time: inners (numbers 2 and the flight envelope. For Concorde that the engine is not getting too 3), then outers (1 and 4). The shock there is an extended transonic region hot; EGT must not exceed 550°C. wave passing over the speed and al- where shock waves are developing, titude sensors causes a brief pressure but have not reached a point of sta- Supersonic testing blip on the instruments. bility, and in which a relight cannot Tests include auto-stabilisation, be guaranteed. Starting artificial feel system tests (two of Each engine is relit in turn, each are fitted, both being needed looking at the edges and corners Start over the usual supersonic transi- due to the flying control loads and of the relight envelope to verify no tion point, close to Lundy Island speed of flight), and testing of the deterioration. No. 1 engine relight 3 discrete flying control systems, test is conducted with speed still at Prior to starting this test, the one at a time. (Two of these systems Vmo. For No. 2, speed is reduced to aircraft’s CG must be managed are fly-by-wire signalling, known as 250 knots and height set to 20,000 to within a 3% operating margin the blue and green control systems; feet. These two tests seek to establish (55%–58%). This task is managed the other is a mechanical signalling satisfactory relights at the high- by the Flight Engineer operating system using linkage and electrical speed and then the low-speed edge the trim tank fuel pumps, thereby sensor.) When these tests are started, of the relight envelope. Records are moving the fuel across the centre most other aircraft would be at their made of time to light-up and time of gravity between tanks 9, 10, and cruising height! to reach idle RPM. Each engine’s 11 (known as trim tanks). This is a exhaust gas temperature (EGT) is manual process. It is a clear safety 44,000 feet maximum cabin checked and recorded, to make sure requirement to maintain the centre pressure testing of gravity and centre of pressure in There are two cabin pressure control equilibrium and between a defined systems and both must be tested. margin as the aircraft accelerates; The test ensures that the control- if this is not achieved, the centre lers individually control the pressure of pressure would move rearwards, to no more than 11.1 PSI. This is resulting in an excessive amount of significantly more than for subsonic nose-up trim and associated high aircraft; Concorde’s cruise altitude of drag that would preclude further ac- up to 60,000 feet means that the air- celeration beyond Mach 1.15. frame is designed to withstand much higher differential pressures. Aircraft acceleration flying Next comes the overpressure control tests and maximum warning. This involves shutting cabin pressure testing down 2 of the 4 air conditioning And so to the acceleration and groups (systems) that provide air Mach 2 with flying control checks into the cabin and then testing 2 on the way. Did we remember to set discrete systems that protect the cab- Concorde fuel tank layout the cabin altitude down to sea level in from over-pressure. One system Engine feed tanks are shown in red, after the rubber jungle, in prepara- warns you at 11.4 PSI, and the other main transfer tanks in blue, and trim tion for max differential checks? Yes safety valve controls at 11.6 PSI. You transfer tanks in green. we did! There are systems in place must never go over 11.7 or damage Source: David Macdonald to prevent the cabin structure from may well occur.

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Captain’s instruments the stall, only this time all it wants The airspeed you to do is to descend back to indicator is seen where you should be). in the top row of Back inside the envelope and the panel, second after the shaker has stopped, take from left, with the striped needle a deep breath, throttle the engines, clearly visible. and slide gently out of the left-hand Photo: David side of the envelope towards 260 Macdonald knots to check that once again the stick shaker fires off. This time it is telling you that you are going too slow. Recover by pushing the nose down to just over 6° pitch attitude and accelerate; note that the shaker triplicate CG system created initially stops and the high speed warning Turn left at the end of Cornwall above quite a few in-service headaches! begins! How can that be? Well, 150 51,500 feet, level flight at Mach 2 (Note that the fuel tank architecture tonnes of Mach 2 aeroplane has is designed to keep the aircraft in such a lot of energy, and stuffing the Flight instrument and CG equilibrium with fuel loads forward nose down without a care could get readings and aft of the centre of gravity at you into trouble.) Here we record flight instrument any given time of flight; this main- Now do it all over again using readings – Captain’s and Co-pilot’s tains the CG to a operation toler- system 2. altimeters on both normal and ance correlated to speed.) standby feeds, the standby airspeed More engine shutdowns indicator, both main airspeed indica- Zoom to above 63,000 feet (just under The aircraft is accelerated back to tors on normal and standby feeds, 12 miles high) flying NOT less than Mach 2. Now, no. 4 engine is shut plus their Vmo readings. Mach 1.5 high altitude and low speed down using the high pressure (HP) Looking at the flight envelope, - refer to the flight envelope valve (fuel shut-off switch). Vmo begins at 300 knots at sea The response is quite unusual. level, increasing to 400 knots by There follows a beautiful little corner A yaw and rolling action to the 5,000 feet, then holding at 400 of the high speed/high altitude right would be expected; however, knots until 33,000 feet, then out to envelope; the reader should keep a corrective rudder is applied auto- 530 knots between 44,000 feet and finger on that graph. The top of the matically, thus minimising yaw, and 50,000 feet where it becomes Mach authorised envelope is 60,000 feet; – although not part of the test – we 2. This profile is calculated by the we are going to use the aircraft’s observe the wings rolling in the Air Data Computers and presented weight and speed to “zoom” climb opposite direction, to the left. This as a striped needle on the airspeed (“zoom” is a technical term in the latter feature is due to the intake indicators. Mach 2 world), pop out of the top spill door, in the floor of the intake, Finally, Centre of Gravity (CG) of the envelope, and note that the opening and dumping unwanted readings are taken from each of the stick shaker operates at 63,000 feet. air – air that has been compressed three CG computers. CG is vital (Yes, the same stick shaker that by passage through the intake shock information, hence a triplicated traditionally warns of an approach to waves and the convergent nozzle system. Before flight the Flight formed by the front intake ramp. Engineer will have inserted weight (This is unique in supersonic flow; and payload data into the system. a convergent nozzle means pressure The three CG computers are pre- increase.) programmed with the moment arm The aircraft is decelerated to 400 of each fuel tank; thus, feeding the knots, the very edge of the relight instantaneous readings of all 13 envelope, to check satisfactory en- tanks to the CG computers will gine 4 relight. enable CG to be calculated. The CG readings fuel quantity indicators (FQIs) have A detail of the Flight Engineer’s fuel a duplicated system of measuring panel; the vertical gauge shows the probes; sharing duplicated quantity CG as a percentage. information between these and a Photo: David Macdonald

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This segment is repeated with no. of the control column, causing a pe- a red warning and operation of the 3 engine shutdown and with system riod of weightlessness. Once again, stick shaker. (Yes – the same shaker no. 2 auto rudder in play. no engine surge is allowed. that warned of going too high and At this point supersonic tests going too slow at the high-speed High Mach number have been completed. end of things!) warning Finally the stick shaker gets to This task completed, the testing con- Looking out of the flight deck you can do what we have always expected it tinues by re-accelerating to Mach see all of Portugal; turning right to to do: warn of too high an incidence. 2. On some of these occasions, come home, the aircraft has a turn The generic term is “stall protec- NATO fighter aircraft would enter circle of 250 miles! tion”, although Concorde does Concorde’s airspace having used not stall in the conventional sense. Concorde’s test schedule to practice Emergency descent Nevertheless, the atmosphere in interception procedures. Look out The emergency descent has no the flight deck does become a little for military aircraft practising inter- particular significance. It is simply more tense as speed is reduced at 1 cepts when testing for high Mach a quick way of getting down for the knot per second, angle of incidence number warning! next tests and a bit of practice for increasing – the stick shaker triggers To complete the high Mach the pilots. at 16.5° – then even less speed, and number warnings, the aircraft is The procedure involves pitch- even more incidence, until finally positioned to be level at 55,000 feet, ing down to 5.5° until 50,000 feet, the stick wobbler, a sort of muted the circuit breaker for overspeed then reducing pitch attitude to zero stick pusher, kicks in at 19°. At this warning no. 2 is tripped out, maxi- degrees to contain the speed within point enough is enough; we draw mum continuous power is applied, the flight envelope, then at 40,000 comfort from knowing that real test and in a shallow descent we push feet descending at Vmo, the max flying proved the wing capable of gently out to Mach 2.1 but NOT to operating speed for lower levels, controlled flight down to 119 knots. exceed 535 knots. Record the Mach whilst bringing the CG forward Low-speed stability and warn- number at which the overspeed quite quickly, using the fuel transfer ings are verified “clean”, with nose warning occurs, taking the reading override switch. Aircraft handling is and visor and landing gear in the from the Captain’s Mach meter. assessed on the way down. “up” position, and then again in the “Gently” is very much emphasised; landing configuration – gear, nose, the intakes are reaching their limit Subsonic testing and visor down. of control. At this point we focus on the phase 2 Emergency systems low pressure compressor RPMs This series of tests involves timing (N1s), looking for N1 auto reduc- the nose and visor emergency “free tion – a slowing down of the LP Below 10,000 feet above the English fall” operating system, checking the compressor to prevent a shock wave Channel, usually close to the Isle of Ram Air Turbine (RAT) deploy- array being drawn towards the en- Wight ment (the RAT supplies emergency gine, to prevent flow distortion and hydraulic pressure), and then testing engine surge. Note that if the upper Centre of gravity (CG) limits emergency landing gear extension. atmosphere is a little warmer than After the deceleration and descent, The latter test is scheduled last, as it usual, the overspeed warning may the forward and aft CG limit warn- results in losing a quantity of “Yel- occur at a total (on the nose) tem- ings are tested. Concorde’s CG is a low system” hydraulic fluid as part of perature of 134°C plus or minus 2°. dynamic thing. It is varied by crew the process! Once again the test is repeated, us- action from 53.5% to 59% and back. Landing gear and nose/visor sys- ing system 2 and taking the readings (See “Supersonic testing”, above.) tems each have 3 ways of being set from the Co-pilot’s Mach meter. The aircraft cannot achieve Mach 2 to the down positions; they will all with CG at take-off position, and be tested. First to be tested are the Going weightless cannot be landed with CG at super- Normal systems, using the Green Supersonic testing continues with cruise setting. During acceleration hydraulic systems, then Standby tests on the intake control system. and deceleration the CG must be Lowering, using the Yellow hydrau- These tests require the aircraft to maintained within a defined – at lic system, and finally ‘Free Fall’ – be side-slipped at Mach 2, check- times a fairly narrow – corridor. entirely mechanical. The visor will ing that the engines do not surge. A For the aft limit, CG is set to be lowered and the nose set to 5° by further unusual manoeuvre follows: 56.6% and the aircraft decelerated operating a lever on the right-hand pulling up, followed by a push-over out past the aft limit to check both side of the centre console.

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Ready for testing A BA Concorde fresh from a Major check is prepared for C of A testing. Photo: David Macdonald

For the landing gear, the Flight Engineer will locate and lift two squares of carpet, one in each cabin, to reveal the access panels to the landing gear free-fall controls. You may have wondered what two sets of red and green spots on the overhead hand baggage racks were; when time is of the essence, they indicate where the free fall panels are located. To lower the nose gear, a rotary handle is rotated seven and a half turns – those inside the aircraft will clearly hear the doors opening and Concorde has an Emergency establishes that engine response dur- gear dropping into the slipstream. Lowering Ram Air Turbine (RAT). ing a go-around is satisfactory. In the rear cabin a larger panel We check output from its 2 hydrau- has a rotary control to isolate the lic pumps and their ability to power Landing hydraulics, and then a big lever to flight controls and the standby, insert into a socket; a substantial hydraulically-driven electrical gen- An auto-land is completed as heave to starboard will pull the up- erator. Deployment is by one of two required, although not mandated as per locks open, allowing the gears explosive bolts; thus, it cannot be part of the C of A. to fall and push open the doors as retracted. The reverse thrust system is also they go. From leaving the flight deck tested to the fullest extent (beyond to achieving 3 greens (gears locked Idles and slams the usual selections), to test reverse down) should take about 2 minutes The last tests before landing are tests N2 (and thus stopping power); this 45 seconds. on the fuel system cross-feed and is required as a C of A test. Landing gear free fall is always engine electronic controls. These are conducted close to Heathrow. If the performed at 8,500 feet, flying at Post landing flight has gone well and the aircraft approach speed (typically 155 knots) On the ground, after landing, there is fully serviceable, then we reset and with the independently vari- are two final checks: the free fall controls to Normal and able low pressure compressor and (1) Emergency Flight Control – a carry out a normal extension prior to primary nozzles set to a value that force sensor in the Captain’s control landing. Resetting to Normal whilst reduces noise. column responds to the force being airborne is quick and easy, whereas Each engine in turn is set to idle, applied should the column jam (a on the ground, in the hangar it is RPM is noted, then it is throttled up sort of “fly-by-thought”!). a protracted affair; either way it briskly to achieve maximum engine (2) Each engine is finally shut down dumps half the Yellow hydraulic sys- acceleration from idle to 100% using the emergency shut-down tem contents, hence the precautions. RPM within 8 seconds. This test handles. The same action also closes Ram Air Tur- fuel LP valve, hydraulic shut-off bine (RAT) valve, air bleed valves, and the na- The RAT is seen celle fire flaps. in its “deployed” position under All the above is completed whilst the starboard performing the normal flight activi- wing. Photo: David ties such as ATC clearances, fuel Macdonald management, and the many duties completed on the Flight Engineer’s and pilots’ control panels. Such is the nature of flight testing that the additional crew complement is indeed necessary!

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Concorde Memories Former Concorde engineer Philip Cairns recalls the trip of a lifetime as he accompanied Concorde on the inaugural charter flight to a highly unusual destination: Greenland.

My name is Philip Cairns, and I was a Li- that we would arrive in Kangerlussuaq before censed Aircraft Engineer (LAE) working for lunch, local time. I was delighted to be given British Airways on the Concorde fleet. My a seat on the flight deck and would be able to authorisation covered Airframes and Jet see how the aircraft performed. Turbine Engines. With all the passengers safely aboard, we left the stand for the short taxi to the runway. Take-off was brilliant as usual, and we were soon asking Shannon air control for permis- sion to go supersonic. I’m a bit hazy about the flight time, but roughly 3 1/2 hours later we were on approach to the Kangerlussuaq runway, flying down a fjord with large hills on either side. The Captain told me that we At work would go out the way we had come in, saying Author Philip there were mountains in the opposite direc- Cairns with Con- tion that could get in the way of take-off. The corde at Heath- row. Concorde was brought in to land beautifully, Photo: Philip and the crew received applause and cheering Cairns from the passengers.

Concorde did quite a lot of charter flights, Creative problem-solving and if it was sent to a destination that did The taxi to the terminal was stopped short, not have an engineer with Concorde cover, about 400 metres from the normal arrival the Concorde Control Centre would ask a finger, as the aircraft had to be towed by a Heathrow-based LAE to go with the aircraft to tug into the departure point so we could carry out the necessary transit checks at the refuel and Concorde be turned without the foreign destination. blast from her engines affecting the airport buildings. Aircraft steps and coaches arrived Preparing the way to remove the passengers from their epic trip In 1996 I was asked to go to Greenland to do and to take them to immigration and then the Concorde turn-round at a place called on to their destination. In the meantime a Kangerlussuaq. This would be the inaugural tug and tow bar arrived, along with a Danish flight to Greenland, so I was thrilled to be engineer who spoke good English. asked. The charter was to take 100 passen- The tow bar was a Boeing 707 type which, gers to Kangerlussuaq and bring back a fur- turned upside down, would fit a Concorde ther 100 passengers who had spent several towing point. However, this tow bar turned days there. out to be a military equivalent off a KC 135. I asked my manager if anybody had checked It was heavily reinforced, and some of the that the airport in Greenland had all the stout brackets would not allow it to be fitted necessary equipment to handle a Concorde – to Concorde. The Danish engineer said he steps, ground power, air starts, and the like. I would modify the tow bar and it would not was assured that a qualified person had been be a problem. However, I couldn’t refuel the out there and checked that everything that aircraft or do all my checks without power was needed was there. I said that I was very being on; this would only be achieved after happy to go as this involved me going with repositioning Concorde over the fuel hy- the aircraft there and back. drants, when a fuel bowser could then pump On the day of the trip, I seem to remember the fuel on to the aircraft. This problem could that our take-off time was around noon and easily have led to an overnight stop.

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The Danish engineer had to cut the heavy My Danish engineer friend was happy to metal off using a gas acetylene torch. This do the start-up, and as the Concorde would he did twice, and then we were able to fit safely taxi away from its position I could the tow bar and at last move the aircraft to remove my steering pin. I briefed my friend the refuel hydrants. Ground power was then about engine start-up and all the other applied. The flight engineer came and told checks that had to be completed before the me the aircraft had arrived with nil defects, aircraft departed; with that done I said my which is always good to know. I had done the farewells and thanks for his wonderful work, aircraft walk-round previous to moving the and then got on to the flight deck for the Concorde, but I could now check the engine return journey home. fronts and backs, check oil levels on the en- The crew were ready to go and all pas- gines, and do all my other checks. sengers in their seats, along with the cabin crew who always do a fantastic job on these Pre-departure checks charters. Nos. 2 and 4 engines were started, The engineer stayed with me as he was keen followed by 1 and 3 with the ground power to help in any way possible. I had started the disconnected, and all doors checked shut; refuel and so could leave my friend looking then the Danish engineer waved us off. after the gauges whilst I finished my checks. The take-off was amazing. As we roared up The cleaners had done a good job on the the fjord all went well, and as we flew down interior, the toilets had been serviced, and the west side of Greenland we could acceler- the catering company were waiting to replace ate almost straight away towards Mach 1 and all the food and drink trolleys. I had checked ultimately Mach 2. The journey home was the flight deck instruments and gauges for extremely smooth and high. The passengers serviceability and found that Green hydraulics had had a super time, having had on their needed topping up. We carried spare oil in last day a barbecue by a lake with an orches- the rear freight along with the manual pump tra playing nearby. gun for putting on the oil. The fuelling was We arrived home late at night local time, almost complete, so I decided to do the hy- as the time difference between the two draulic oils when we had finished. I had a nice countries is 5 hours. I seem to remember plus on the fuel figures; the flight engineers getting into Heathrow around 10.30 pm. were always happy with a little extra fuel, so I What a day. It was incredible – across the filled in the Tech Log with all the appropriate Atlantic twice in one day. This can only be figures, and with the flight engineer happy done on Concorde – but no longer for civil with aircraft I signed the Tech Log to say that passengers, I’m afraid. The trip to Greenland all was serviceable. I topped the hydraulics was done again by another engineer later up. All was now complete, and with the pas- the same year, but it remains a lasting and sengers arriving we got ready to start the distinctive memory of my 37 years on this engines and connect the air starts. remarkable aircraft. New territory Concorde G-BOAA with passengers at Kangerlussuaq airport, Green- land, on the inaugural Concorde visit, June 1996. This photograph was taken by one of the passengers on the trip. Photo: Christian Fuhrhop / http:// www.grimble.de/ Snapshots/ad- dons/greenland. html

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Concorde watch

Concorde G-AXDN British pre-production aircraft Location: Imperial War Museum, Duxford, UK Reporter: Katie John Date: 12 August 2017

On 12 August 2017, three Con- corde preservation groups came together at Duxford, to view the work that has been done on Concorde G-AXDN in the last couple of years and to share news and information on their own projects.

The hosts for the day were the Brit- ish Airliner Collection/Duxford Aviation Society, who have respon- sibility for Concorde and the other airliners at Duxford. The team com- prised Steve Jeal, Vice-Chairman of DAS; Chrissie Eaves-Walton, DAS Director of Marketing and Com- munication; and David Norman, DAS Commercial and Marketing Manager. Graham Cahill, John Dunlevy, and Peter Ugle of Heritage Exterior view Concorde, who have been carrying use his influence and connections to An exterior shot of G-AXDN. The black out the work on G-AXDN, were to raise public awareness of the Con- wing markings were used to help show us round the aircraft. corde museums. pinpoint areas of ice build-up. Graham Cahill, head of Heritage Photo: Graham Cahill Inter-group co-operation Concorde, opened the proceedings. The largest group of visitors was His introduction was followed by a aircraft and return some systems “Foxie’s Filton Flyers”, the team talk from David Norman, who out- partially to life (see previous issues of former volunteers who ran the lined the history of G-AXDN from of Mach 2), the latest jobs have been “Concorde at Filton” display featur- the day of her arrival at Duxford on done to showcase how the aircraft ing Concorde G-BOAF. This group 20 August 1977 – almost 40 years would have looked while in use for of passionate and knowledgeable ago to the day. test flights. volunteers, including people who Paul Evans, head of the Filton The forward cabin has been helped to build and operate the group, thanked Graham and our cleared so that the flight test instru- Concorde fleet, were extremely DAS hosts for organising the day. ments and the escape hatch are keen to share information with Graham made the point that team- shown to their best effect. Lights the Heritage Concorde team, who work is vital: the various Concorde are active on the flight test panels, also include former BA Concorde preservation projects are continually and sections of wiring are displayed engineers (Peter and John). Also in improving as more information is behind Perspex. DAS have created attendance was James Cullingham, shared between the groups. replicas of the flight test cabinets from the team at Brooklands who in the aft cabin, and of the panels maintain Concorde G-BBDG, and Recent restoration work on the flight test observer’s station. Fred Finn, holder of the Guinness We were then taken to look round DAS have also created a replica of World Record as Concorde’s most Concorde G-AXDN. After the the hyposcope (the instrument used frequent passenger, who is keen to extensive work done to restore the to view the underside of the aircraft

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Restored to action Left: the original red “evacuate aircraft” light. Right: the monitors that were originally used to view ice build-up during flight, now set up to show a film about this work. Photos: Graham Cahill

Zonal units Above: replicas of the zonal units (test data units) have been constructed by the Duxford Aviation Society. Photo: Graham Cahill

Digital control test units Left: rack containing the intake computers and data acquisition units, first used to test the digital control of the intakes on Concorde. The black boxes at the centre are the intake control computers. The top and bottom units are intake test acquisition units, which acquired test data from the intake systems and computers and sent the information to zonal units in the cabin. Photo: Graham Cahill directly while in flight) and of the The rear cabin has been fitted Heritage Concorde allowed their “ice desk”, originally used to monitor with 10 basic seats, which would visitors to inspect G-AXDN in ice build-up on the aircraft during originally have been used by the minute detail; at one point, James flight; the latter includes TV screens flight test crew. Cullingham disappeared through a (replicas of the original CCTV) that We were allowed access to all hole in the cabin floor so he could show a brief film about this work. areas of the aircraft, and DAS and explore the baggage hold!

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Fuel panel The dials for the fuel panel, in the underside of the aircraft. Dux- ford had never opened the panel until Heritage Concorde re- quested this, and the group has now restored and relit the dials. Photo: Graham Cahill

I was highly impressed by the the DAS collection, including the attention to detail about this unique VC-10, BAC 1-11, and Britannia. period in Concorde’s history. As one example, Graham showed us a solid Nose and visor move steel bar that had been made espe- The day ended with a demonstra- cially for the ferry flight, to operate tion of G-AXDN’s nose and visor the air intakes instead of the actua- moving and lights in action, with tors normally used during flights. commentary by David Norman We also viewed some of the ex- of DAS. The aircraft gleamed as terior touches that have brought G- though she had only just arrived. Hyposcope AXDN to life, including the lights The droop snoot and lights worked A replica of the hyposcope, an instru- inside the rear of the engine bays, flawlessly. Past and present came ment used to view the aircraft exterior and – most exciting – a replica of together to bring history alive for directly during flight. the sound of Concorde’s Olympus future generations. Photo: Graham Cahill engines starting. (Listening to this Nose and visor in action recording, we could almost smell the For further information, visit the The team at DAS lower G-AXDN’s jet fuel!) following websites: nose and visor in one of Duxford’s Even the smallest touches were http://www.heritageconcorde.com monthly displays for visitors. fascinating. There is a cut-away http://das.org.uk Photo: Graham Cahill model Concorde displayed underneath AXDN; Paul Evans noted that this model showed the toilet fittings that had been designed for the “Project Rocket” refurbishments of the in-service Concordes in the early 2000s. As a bonus, DAS showed us around the York, Hermes, and Com- et – other airliners on display in the AirSpace hangar. Lunch allowed people to relax and share their stories about Con- corde, from Doug Newton’s ac- counts of working on test flights in the early days, to James and Graham comparing detailed notes on how to re-activate various Concorde systems for the current museum exhibits. During the afternoon, we were treated to tours of other airliners in

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Concorde G-BOAF British production aircraft Location: Aerospace Bristol, Filton, UK Reporter: Nigel Ferris Date: 24 September 2017

Nigel Ferris reports on the condi- Alpha Fox has had some clean- The work that had been done on tion of Alpha Fox and the other ing on the underside; the smell of the aircraft was less than expected, exhibits at Aerospace Bristol, as the polish was obvious, and the aircraft but efforts had been made so all the museum nears its opening day. was clearly shinier underneath. members could be the first to see the Standing on the balcony looking 16S display. The 16S hangar (the World War 1 down the length of the aircraft, the Features of the new Concorde hangar containing items from BAC, polished areas could be seen reach- exhibition are shown below and on including missiles and satellites) has ing to halfway across the top of the the following page. been restored very well inside, with fuselage. Video projections were good brickwork and roof trusses. shown on the starboard side of the For further information on Aero- However, most of the display items fuselage, which had had a polish to space Bristol and confirmation are still in plastic wrapping, and make the projections stand out. of the opening day, please see the the lecterns and construction work We had a speech from Iain Gray, museum website: around the displays are unfinished. who lauded the efforts by volunteers, http://aerospacebristol.org There is a small gift shop on the and spoke at length about the chal- way in, as well as a café (which we lenges they had faced over the years Multi-faceted display thought would benefit from having of getting the new museum up and Concorde’s history is presented as some of the BAC’s unique photo running. There is a lot that they can a film projected on to the side of the archive displayed on the walls). We be proud of. He said he thought that aircraft. Inset: the wing and fuselage, were told that 3 weeks’ time was the the museum would become one of viewed from the balcony walkway. possible opening date. the UK’s top visitor attractions. Photos: Nigel Ferris

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Flight deck The flight deck was accessible to visitors. Former volunteers have noted, however, that the flight engineer’s hat – inserted into the side panel during Alpha Fox’s last flight – has been removed. Photo: Nigel Ferris

Olympus engine One of Concorde’s Olympus engines is on display beneath the aircraft. The system of pneumatic rams for operating the primary nozzles has been placed at the rear of the engine. Photo: Nigel Ferris

Clarification

In the previous issue of Mach 2 (Au- gust 2017), in the report on the visit to F-BVFC at Toulouse, our friends at Cap Avenir Concorde wish to make clear that it was Jean-Michel Rougier who worked on Concorde maintenance for 27 years, not Hubert Protin.