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

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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 air- craft 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 inau- gural 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 2 Mach 2 October 2017 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 3 Mach 2 October 2017 (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 test- ing completed along the route. Subsonic testing phase 1 Standby instruments With the aircraft trimmed to a cen- tre 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 4 Mach 2 October 2017 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.
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