CONCORDE

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00247A004200400001-9
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 67
• Document Creation Date: December 27, 2016
• Document Release Date: March 5, 2014
• Sequence Number: 1
• Publication Date: November 3, 1964
• Content Type: MISC

Declassified in Part - Sanitized Copy Approved for Release 2014/03/05:
CIA-RDP80-00247A004200400001-9
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05:
CIA-RDP80-00247A004200400001-9
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
1
1
1
11.211111.0.111.6.11.1113
mriseammssay.
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
STAT
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
122 c:
DESCUMON GENERALE GE.W.'2A
Issue 2
ISF.175
SUD AVIATION
37 BOULEVARD DE MONTVI RENO(
PARIS 16 eme
FRANCE
DISCRIPTIOH
AIRCRAFT CORPORATION
FULTON HOUSE
MIMI, BRISTOL .
ENCLAND
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
STAT -
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
????,..10??????????......???????????,????"*.
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
DESIGN CONCEPT
LEADING PARTICULARS
FLIGHT DECK
STRUCTURE
ELECTRICAL SYSTEM
ANTI-ICING SYSTEM
HYDRAULIC SYSTEM
FLYING CONTROLS
FUEL SYSTEM
AIR CONDITIONING
ACCOMMODATION
POWER PLANT
GROUND HANDLING
PERFORMANCE
TAKE -OFF
CLIMB
.CRUISE
FLIGHT PROFILE
LANDING
PAYLOAD RANGE & RESERVE FUEL
NOISE
RADIATION
AIR TRAFFIC CONTROL & NAVIGATION
ECONOMICS
BLOCK TIME & FUEL
AIRCRAFT MILE COSTS
SEAT MILE COSTS "
PRODUCTIVITY
PASSENGERS TO BREAK EVEN
2 PHILOSOPHIE
6 CARACTERISTIQUES GENERALES
8 POSTE DE PILOTAGE
9 STRUCTURE
14 INSTALLATION ELECTRIQUE
16 DEGIVRAGE
17 INSTALLATION HYDRA ULIQUE
19 COMMANDES DE VOL
21 CIRCUIT DE COMBUSTIBLE
23 CONDITIONNEMENT UAW
24 AMENAGEMENT
27 REACTEURS
29 SERVICE AUX ESCALES
31 PERFORMANCES
32 DECOLLAGE
34 MONTEES
36 PERFORMANCES EN CROISIERE
38 MISSION TYPE
40 ATT.ERRISSAGE
42 CHARGE MARCHANDE - RAYON D'ACTION &
RESERVES DE CARBURANT
44
46
49,
52
54
56
58
60
62
BRUIT
RADIATIONS
CONTROLE DU TRAFIC AERIEN & NAVIGATION
ETUDES ECONOMIQUES
COMBUSTIBLE & TEMPS BLOC
COUT D'EXPLOITATION AVION
cow: D'EXPLOITATION PAR SIEGE-MILLE
PRO.DUCTIVITE
SEUIL DE RENTABILITE
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
The prospect of a supersonic transport awaited an
advance in the field of aerodynamics which demonstrated a
sufficient improvement in efficiency to warrant further
development. Arguments in favour of proceeding with the
task have ranged from claims of economic merit to pure
inevitability, but to be a successor to the subsonic jets,
which already carry over 50 per cent of the world's air
traffic, it was essential that a large increase in cruising
speed should be made to achieve reasonable economics.
DESIGN BACKGROUND
Before discussing the reasoning behind the design of
the Concord, it is of interest to note the amount of super-
sonic flight experience available to the BAC/SUD consortium
and the research programmes currently under way.
Both companies began to fly significant aircraft in
1954 - the French were developing the Trident mixed-power
interceptor fighter and in the autumn of that year English
Electric flew the 13.1, progenitor of the Lightning fighter.
Another noteworthy British supersonic aircraft flown in
1954 was the Fairey Delta, or FD.2, which went on to gain
the World's Speed Record. Both the P.1 and the FD.2
embarked on intensive programmes of research into super-
sonic flight while in France another aircraft, the Durandal
research vehicle, was under development and eventually
attained a speed of Mach 1.6 in December, 1956. The
Trident achieved Mach 2.0 in early 1957, by which time the
P.1 had progressed to pre-production standard and speeds
of Mach 1.2 to 1.5 were becoming commonplace.
The following year, 1958, saw the first supersonic
flying at, and in excess of, Mach 2.0, by two French
aeroplanes, the Marcel Dassault Mirage III fighter and the
NOrd Griffon research vehicle - the latter achieved Mach
2.05 in October, 1958. Currently France has the Mirage IV
2
Le transport Supersonive est devenu concevable a
partir dit moment oil les progres realises en aerodynamique
ont Pu assurer a cette formule un rendement suffisant et lui
garantir un developpennent ulterieur. Les arguments en
faveur de sa realisation sont multiples, qu'il s'agisse
d'avantages economiques ou simplement du fait qu'il est
impossible d'arreter le progres ou d'y renoncer. Pour
etre un successeur valable des Jets subsoniques qui sont
parvenus a. s'adjuger plus de la moitie du trafic aerien
mondial, il est imperatif que le transport supersonique
possede un avantage de vitesse suffisant pour avoir une
economic competitive.
EXPERIENCE ACQUISE
Avant d'exposer les ides mattresses du projet
Concorde, il parait interessant de re-sumer l'experience
supersoniquc acquise par le consortium SUD/BAC, ainsi
que le programme des essais en cours de realisation. Les
premiers essais en vol d' avions supersoniques entrepris par
les deux societes datent de 1954, ?que a laquelle les
Francais mettaient au point leur intercepteur bi-reacteur
Trident a. fusee auxiliaire suivi a l'automne de cette
meme annee par le P.1 d'English Electric, premier de
la famille des chasseurs Lightning. Un autre avion britan-
nique,le celebre FD.2 Fairey Delta vi devait conquerir le
record mondial de vitesse, effectuait egalement son premier
vol en 1954. Les avions P.1 et FD.2 poursuivaient leur
programme de mise au point acceleree tandis qu'en France
un autre avion prototype le Durandal atteignait au mois de
decembre 1956 la vitesse de Mach 1,6.
Au debut de 1957 le Trident realisait Mach 2, alors
que le P.1 produit en prdse(rie, croisait couramment entre
Mach 1,2 et 1,5.
L'annee suivante, 1958, vit les premiers vols super-
soniques depassant Mach 2,0 realise's par deux appareils
francais lc Mirage III, avion de chasse Marcel Dassault,
et le Griffon, avion experimental Nord Aviation, cc dernier
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
1
'i
Declassified in Part - Sanitized Copy Approved for Release
supersonic bomber, Which has a design cruise speed in
excess of Mach 2.0.
In Great Britain, the follow-up to the research pro-
grammes carried out by the P.1 and FD.2 aircraft is
provided by the steel Bristol Type 188, first flown in 1962;
this aircraft has been designed and built to investigate
speeds and associated problems, particularly those of
aerodynamic heating, at speeds up to Mach 2.5.
Directly linked with the Concord development pro-
gramme are two further aircraft, the Handley Page HP.115
and the BAC 221. The former is a small single-seat
aeroplane designed to investigate the low-speed control
and stability of the slender delta wing planform which will
be used in the Concord. The BAC 221 is in fact a modific-
ation of the FD.2, but fitted with a slender delta wing and
designed to work in the high speed regime. Additionally,
information on the engine and power plant installation will
be augmented by results from the flying of the TSR.2 low
level supersonic strike fighter which is powered by Olympus
engines of which the Concord engines are a modified version.
SELECTION OF CRUISING SPEED
A marginal increase in operating speed into the
supersonic regime is precluded by the well-marked and
inevitably sharp drop in Lift/Drag ratio in the vicinity of
Mach unity; thereafter the fall is more gradual and,
fortunately, further increases in speed bring consequent
improvements in propulsive efficiency so that, despite
increasing drag and decreasing L/D, the overall efficiency
of the engine-airframe combination rises with increasing
Mach number once the marginally-supersonic speeds are
exceeded.
However, the rise in speed brings about a further
complication - that of the rapidly increasing generation
of heat; the major problem is aerodynamic heating and at
Mach 2.2 the stagnation temperature - i.e., the highest
2014/03/05: CIA-RDP80-00247A004200400001-9
3
atteignant Mach 2,05 en Octobre 1958. A l'heure actuelle
la France dispose d'un bombardier supersonique, le Mirage
IV, capable d'une vitesse de croisiere superieurr a Mach
2.0.
En Grande Bretagne, la refeve du provamrne des
essais effectues par les avions P.1 et FD.2 etait assurCe
par le Bristol 188, avion experimental en acier dont le
premieL- remonte a 1962 et qui fut concu et realise'pour
etucticr [es problemes lies a la vitesse et particulierement
Pechauffement cinetique aux Machs allant jusqu'
TRIDENT
DU RAN GAL
??:\\? \
LIGHTNING
VULCAN
DESIGN BACKGROUND EVOLUTION DU CONCORDE
Deux autres avions, le Handley Page HP 115 et le
BAC 221 ont 6te ensuite realises en liaison directe avec
le programme Concorde. Le premier est un petit mono-
place destine' a. experimenter la rnanoeuvrabilite et la
stabilite aux basses vitesses de la forme ogivale qui sera
utilisee sur le Concorde. Le BAC 221 qui est en fait un
FD.2 modifie par substitution d'une aile ogivale, aete concu
pour explorer le domaine supersonique. De plus les essais
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
EFFICIENCY
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
......
ts
00,
AERODYNAMIC
10
20 30
MACH NUMBER
OVERALL EFFICIENCY REORIENT GLOBAL
temperature recorded on the airframe - is in the region
of 153 degrees Centigrade. Away from the points of high
temperature the level approaches 120 degrees Centigrade.
At this point - Mad; 2.2 - in the supersonic flight
regime, it is apparent that an area of multiple advantage
exists. Firstly, propulsive efficiency is on the increase,
secondly the drag-increase is within acceptable limits, and
thirdly, an airframe capable of maintaining a sustained
cruise at this speed can be manufactured by normal
aeronautical engineering methods using conventional
aluminium alloys.
To design a transport aircraft with a higher speed,
say Mach 3.0, would result in a slight improvement in
overall efficiency which would be coupled with very much
higher cruising temperatures. This would mean a departure
from aluminium alloys to steel and titanium with their
higher costs in materials and tooling and the more expensive
development programme needed to combat the current
general lack of experience in manufacturing techniques.
4
en vol du TSR.2 fourniront des enseignements utili sables pour
le Concorde dont les reacteurs de'rivent directement des
Olympus equipant l'avion d'appui tactique supersonique
en question.
CHOIX de la VITESSE de CROISIERE
Une penetration limitee dans le domaine sitpersonique
est vouee a l'insucces par suite de la chute inevitable et
nettement caracterisee de la finesse aux environs de Mach
1. Plus loin, cette decroissance est moms accentuee et
comme - circonstance favorable - la consommation kilo-
'metrique diminue lorsque la vitesse augmente le rendement
global de l'ensemble cellule-propulsion s'ameliore des que
la vitesse du son est franchement depassee - ceci malgre
l'accroissement de la trainee et la diminution de la finesse.
Toutefois a mesure que la vitesse augmcnte, apparait
une nouvelle difficulte dile a Pechauffement cinetioque. A
Mach 2,2 la temperature d'arret atteint deja 153 C et le
niveau des temperatures en dehors des zones chaudes de
la cellule approche alors de 120?C - un flux de chaleur
plus important risque done de creer un probleme de
materiaux.
On voit ainsi que le vol supersonique au voisinage
de Mach 2,2 presente des avantages multiples. Pour
commencer, la consommation kilometrique continue a
s'ameliorer, ensuite l'accroissement de la trainee se
maintient dans des limites acceptables; enfin, une cellule
capable d'endurer un vol ces vitesses peut encore etre
fabriquee a l'aide de procedes classiques en utilisant des
alliagcs d' aluminium connus.
Pour realiser un avion de transport ayant des vitesses
de croisiere plus elevees et des rendements globaux1e0re-
ment ameliores, il faudra tenir compte de temperatu.rs
bien superieures. A Mach 3,0, par exemple, cela en-
trainera le remplacement des alliages par de l'acier on
du Titanc, cc qui signifiera des prix de rnatiere et d'outillage
accrus et des programmes de recherche plus coateux.
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
It is an interesting coincidence to note that the slender
delta planform adopted for the Concord, which satisfies
all specific aerodynamic conditions, does so as long as the
design speed does not greatly exceed Mach 2 - this is also
the speed beyond which, as is shown above, conventional
aluminium alloys cease to be appropriate materials for the
airframe structure.
SELECTION OF SHAPE
The best theoretical shape for optimum cruise per-
formance at Mach 2.0 is a slender delta wing about fur
times as long as its semi-span, because it offers a means
whereby cross-sectional areas can be arranged to be close
to those which give a theoretical minimum wave drag. For
much higher speeds, the aspect ratio for best Lift/Drag
ratio decreases and this leads to a deterioration in low
speed handling qualities to the point where a canard con-
figuration becomes advisable. At Mach 2.2 it is possible
to achieve a satisfactory compromise with a modified delta
having a long slender nose which gives a high Lift/Drag
ratio. Suitable cambering ensures greatly improved sub-
sonic and transonic performance and an enhancement of
low speed stability and control.
SELECTION OF ENGINE
The choice of the optimum engine for the Concord
represents a compromise between a wide range of flight
requirements. High thrust is required for.take -off, transonic
and supersonic cruising flight, whilst low fuel consumption
is necessary both during cruise at high thrusts and for the
subsonic diversion and holding pattern during which about
one-third maximum thrust is used.
Starting with the cruising case, a relatively high
pressure ratio engine is required with a high specific
thrust necessary for low power plant weight; this leads to
the choice of a moderately high turbine entey temperature.
Fortunately, however, the use of a high pressure ratio leads
On peut noter en passant que la forme en plan ogivale
retenue pour Palle de Concorde permet de satisfaire
toutes les exigences aerodynamiques tant que les vitesses
pre'vues ne depassent pas sensiblement Mach 2 - cc qui
coincide avec la limite definie plus haut - partir de
laquelle les alliages classiques d'aluminium cessent &etre
utilisables pour la construction de la cellule.
CHOIX DE LA FORME AERODYNAMIQUE
Pour croiser A, Mach 2,0 une aile ogivale deux fois
plus longue que large, se rapproche de l' optimum theorique,
car l'evolution des sections transversales peut suivre la loi
donnant une trainee d'onde minimum. Pour des vitesses
notablement superieures l'allongement donnant la meilleure
finesse est plus faible, cc qui entratne une deterioration
des caracteristiques correspondant aux portances elevees
squ' au point oi la configuration canard devient une solution
a retenir. A Mach 2,2 il est possible de parvenir a un
compromis satisfaisant en raccordant a une aile delta une
pointe effilee qui lui donnera une finesse plus elevCe. A
l' aide d'une cambrure appropriee, il est possible d' ameliorer
notablement les performances subsoniques et transsoniques
et plus particulierement la manoeuvrabilite et la stabilite
aux faibles vitesses.
CHOIX des REACTEURS
L'optimisation des reacteurs equipant Concorde rep-
resente un compromis entre des exigences couvrant un
domaine de vol tres etendu. Une poussee elevee est
necessaire pour le decollage, Pacceleration transsonique et
la croisiere supersonique, alors qu'une faible consommation
specifique est importante tant pour la croisiere a la poussee
maximum que pour les deroutements subsoniques et les
attentcs effectuees au tiers de la poussee nominale.
Pour cc qui est des croisieres, il est necessaire
d'avoir un taux dc compression assez eleve associe a un
rapport poids/poussee faible. Cela conduit a adopter, pour
les temperatures a Pentree de la turbine des valcurs
modertnent elevees. II se trouvc heureusetnent que dans
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
STAT
STAT
-
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
to low consumption in the subsonic diversion and holding
cases.
Bristol Siddeley were already developing for the
military TSR.2 an advanced version of the Olympus engine
with a moderately high pressure ratio. It was therefore
decided to power the Concord with a development of the
TSR.2 engine to be known asthe Olympus 593. The develop-
ment includes an increased air mass flow and the use of a
re-heat system developed and mariufactured by S. N.E.C.M. A.
le cas des deroutements et des attentes subsoniques, le
choix d'un taux de compression important se repercute
favorablement sur les consommations specifiques.
Bristol Siddeley mettait au point pour l'aviation
militaire une version poussee de l'Olympus destinee au
TSR.2. II fut donc decide d'equiper le Concorde avec un
derive de ce reacteur. Sous la designation Olympus 593,
cc derive comporte une post-combustion etudiee et realisee
par la SNECMA, cependant que le debit d' air a ete augmente.
Span
83.8 ft.
Envergure
25,5 m.
Length
184.2 ft.
Longueur
56,2 m.
Height (Top of fin)
38.0 ft.
Hauteur (Haut de la derive)
11,6 m.
Wing Area
3,860 sq.ft.
Surface de reference voilure
358,25m2.
Cabin Interior Width
103.4 in.
Largeur Interieure Cabine
2,63 m.
Cabin Interior Height
77.0 in.
Hauteur Interieure Cabine
1,96 m.
Max. Cabin Pressure Differential
10.7 p.s.i.
Pression Differentielle Max. de la Cabine
750 gr/cm2
Cargo Volume
618 cu.ft.
Volume des Soutes
17,6 m3
Maximum Take-off Weight
326,000 lb.
Poids Max. au Decollage
148.000 Kg.
Maximum Landing Weight
200,000 lb.
Poids Max. a L'atterrissage
91.000 Kg.
Maximum Zero Fuel Weight
165,000 lb.
Poids Max. Sans Carburant
74.910 Kg.
Operating Weight Empty
139,000 lb.
Poids a Vide en Ordre D'exploitation
63.110 Kg.
Maximum Payload
26,000 lb.
Charge Marchande Max.
11.800 Kg.
Usable Fuel Capacity
174,000 lb.
Capacite de Carburant Utilisable
79.000 Kg.
Engines
Reacteurs
Number
4
Nombre
4
Type
Rated Thrust
BSEL Olympus 593B
35,000 lb.
Type BSEL, Olympus 593B
Poussee Notninale 15.890 Kg.
6
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05 :_CIA-RDP80-p0247A004200400001-9
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
a oJo ao aaaaaaaallaaaa aaaaaaa
7
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
The flight deck is designed for a crew of three - two
pilots and a flight engineer - with provision for a super-
numerary fourth crew member.
? Entering the flight deck, the engineering panels are
on the right and the electrical distribution circuit breaker
panels and navigation instruments on the left. A console
on the fuselage side of each pilot incorporates some of the
navigation and communication controls.
Conventional control columns and adjustable rudder
pedals are provided for each pilot. On either side of the
main dash panel are the basic flying instruments and in
the centre the controls and instruments used commonly by
both pilots. A coaming designed to aim:nate reflection of
the flight deck instruments on the windscreen surmounts the
panel. Fitted into the face of the coaming is the master
warning light and the engine fire-control knobs; mounted on
top is the auto-land display.
Between the pilots is a centre console which incorpor-
ates throttles, trim controls, auto-throttle and autopilot
control units, re-heat, air brake controls, radio, navigation
SIEGE PILOTS
SIEGE CO-PILOTE 2
SIEGE OBSERVATEUR 3
SIEGE MECANICIEN 4
TABLE MECANICIEN 5
TABLEAU MECANICIEN 6
PANNEAU DISJONCTEURS 7
PANNEAU NAVIGATION 8
PANNEAU DE PLAFOND 9
ELECTRONIQUE 10
'.,:LECTRICITE 11
CAPTAINS SEAT
CO-PILOTS SEAT
SUPERNUMERARY SEAT
ENGINEERS SEAT
ENGINEERS TABLE
ENGINEERS PANEL
CIRCUIT BREAKER PANEL
NAVIGATION PANEL
ROOF PANEL
ELECTRONICS
ELECTRICS
PUPITRE CENTRAL 12 CENTRE CONSOLE
PUPITRE LATERAL 13 SIDE CONSOLE
PANNEAU INSTRUMENTS 14 DASH PANELS
VITRES PRINCIPALES 15 MAIN SCREENS
VITRES LATERALES 16 SIDE SCREENS
STOCKADES 17 STOWAGES
8
Le poste de pilotage est amenage pour 3 membres
d'equipage; pilote,co-pilote et mecanicien. Une place est
prevue pour un observateur eventuel. A droite de Pentree
du poste se trouvent les panneaux du mc.i.canicien, a gauche
les tableaux de distribution electrique avec leurs dis-
joncteurs. Au droit de chaquepilote se trouve une banquette
laterale portant le panneau de commande de la radio.
Chacun des pilotes dispose d'un volant et de pedales
re'glables classiques. De chaque cOte de la planche de vol
principale se trouvent les instruments de vol essentiels
et au centre les instruments et les commandes communs
aux deux pilotes. Les planches de bord sont surmontees
d'i n auvent destine a diminuer la reflexion des instruments
de vol dans le pare brise.
Get auvent porte les avertisseurs lumineux generaux
ainsi que les boutons commandant les extincteurs des
compartiments reacteurs. Un ecran servant a Patter-
rissage automatique est prevu dans la partie superieure.
Un pupitre central situe entre les deux pilotes porte
les manettes de gaz, les commandes de reverse, de
rechauffe eventuelle et de trims, l'automanette et les boites
de commande du pilote automatique, de la navigation, de la
radio et des communications essentielles ainsi que la
commande de secours de la visiere. Le restant des ins-
truments et des commandes utilises en vol par les deux
pilotes est place au plafond stir un panneau central a
facettes normales au champ de vision.
En plus d'un eclairage integral, tous les instruments
sont pourvus d'un eclairav d'ambiance. Une'clairage blanc
electroluminiscent est prevu pour les boutons de commande
Declassified in Part-Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
LI
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
and primary communication controls and the emergency
control for lowering the visor. The remainder of the
instruments and controls required by the pilots in flight are
located in a central roof panel, the forward end of which is
angled in steps toward the line of vision.
In addition to integral lighting of all instruments local
lighting is also provided. White electro-luminescent panels
illuminate the control switches and panel markings.
The Engineer's panels incorporate instruments and
controls for power plant management, electrical services,
air conditioning, de-icing, hydraulic services and fuel
management. Because the Engineer requires access to
instruments on the left side of the aircraft and also to the
centre console and roof panel, his seat is mounted on a turn-
table fitted with tracks which permit movement sideways
and fore-and-aft.
The two main windscreen panels are integrally de-iced
and are also toughened to withstand bird- impact. For
supersonic flight the upper surface of the aircraft's nose
lifts hydraulically to reduce drag; this also protects the
main panels against the effects of kinetic heating. The
flight deck direct-vision panels and side-screens are
electrically de-misted.
DESIGN CRITERIA
The aircraft structure is designed to satisfy the
agreed requirements of the Joint Franco-British Airworthi-
ness Authorities, taking account of British BCAR and French
Standard AIR 2051 :cequirements, the latter satisfying the
requirements of the American CAR 4b.
The design cruising speed curve shows the variation
of maximum cruising speed with altitude. At normal
cruising heights between 55,000 and 63,000 ft and under
standard atmospheric conditions the Mach No. is 2.2,
corresponding to a true air-speed of 1,450 miles per hour:
The design diving speed is chosen to give adequate margin
against inadvertent departure from Vc arising from upset
manoeuvres and atmospheric disturbances such as entry
into gusts, jet streams or changes in temperature.
9
et les inscriptions sur ,les panneaux. Les deux glaces
frontales du pare brise a d6givrage integral sont capables
de resister a, l'impact cfventuel de's oiscaux, En vol a
faible vitesse, une bonne visibilite est assuree grace a un
nez bas,,i!...lt de 10 dont la partic supericure formant
visiere c.- cf:;;:amotee. En vol supersoniquc, le tout est
releve hydrauliquement, non seulement pour reduire la
trainee mais aussi pour proteger les glaces frontales contre
Pechauffement cinetique. Une visibilite avant reduite est
alors assuree aux deux pilotes au moyen d'ouvertures
transparentes pratiquees dans la visiere. Les glaces
assurant la visibilite directe, panneaux lateraux compris,
sont a desernbuage electrique.
Une attention particuliere a ete apportee dans la
conception du poste de pilotage pour reduire au maximum
la fatigue, imposee a Pequisage. Les instruments sont
rapproches et logiquement disposes; le siege a support
pivotant monte sur glissieres permet aussi bien des
mouvements lateraux que longitudinaux suivant le desir du
rnecanicien. Meme en position extreme avant, tous les
instruments restent facilement observables.
CONDITIONS DE CALCUL
La structure de l'avion a ete etudiee de facon
repondre aux exigences combinees des autorites Franco-
Britanniques bases sur le BCAR anglais et la norme
AIR 2051 francaise, cette derniere tenant compte des
exigences americaines definies dans le CAR 4 B.
La courbe donnant les limitationsde la vitesse en
Fonction de l'altitude rnontre les vitesses maxitnales at-
teintes en croisiere. Aux altitudes norrnales de croisiere
entre 17.000 et 19.000 metres, dans des conditions at-
riques standard le nombre de Mach de 2,2 correspond
)? tine vitesse vraie de 2340 km/h. La vitesse do pique
rctenue pour le calcul a ete choisie de facon a assurer tine
marge suffisante par rapport aux vitesses de croisiere
pour couvrir les ecarts causes par des manoeuvres
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
70,000
60,000
50,000
ILI 40,000
s-
- 30,000
r-
-J
20,000
10,000
Declassified in
Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
ep
C7.
tN0C4
Vc
-
o
vo
cool:.
04'
2
*-
ore
09
05 1.0 15
MACH NUMBER
20
DESIGN SPEEDS LIMITATIONS DE VITESSE
25
Gust intensities at supersonic cruising altitudes are
sufficiently low for the rough airspeed to coincide with
cruising speed without incurring additional structural penalty.
At subsonic speeds however, deceleration to a rough airspeed
applies as for present day aircraft.
The design limits of the manoeuvre load factors are
+2.5 and -1, these being of the same magnitude as for
current civil transport aircraft.
Loads on the fuselage due to cabin pressurization
correspond to a maximum pressure differential of 10.7
p.s.i. and loads on the wing structure due to fuel tank
pressurization (over 40,000 feet) correspond to a maximum
of 2.14 p. s.i.
The life of the airframe is a major factor in struct-
ural design. Because of the more exacting environment
in which the Concord will operate, the effects of metal
fatigue and creep assume greater significance in determin-
ing the working stress levels for a life of the required
order.
intempestives, des perturbations atmospheriques telles que
rafales et jet streams ou discontinuites de temperature.
Les intensites des rafales aux altitudes de vol en
supersonique sont suffisamment faibles pour que la vitesse
de croisiere maintenue en atmosphere agitee n'entratne point
de penalisations structurales. Toutefois, en regime sub-.
sonique la rencontre de turbulences necessite une reduction
de vitesse comparable a celle des avions en service.
Les facteurs de charge limite correspondant au domaine
des manoeuvres symetriques sont + 2,5 et - 1 comme pour
, les avions de transport classiques. Les charges de pres-
surisation correspondent a une difference de pression
maximum de 750 mb pour la cabine et a 150 mb pour les
reservoirs structuraux de l'aile (permettant de maintenir
une pression absolue de 230 mb a 19.000 metres).
L'endurance de la cellule est un facteur essentiel
pour le dimensionnement. Etant donne les ecarts d' ambiance
rencontres par Concorde, les effets cumules de fatigue et
de fluage sont des facteurs tres importants dans la deter-
mination des niveaux de contraintes compatibles avec unc
vie en fatigue donnee.
L'elasticite inherente de l'aile effilee et mince dc
Concorde a des repercussions importantes. Aussi le
dimensionnement des extremites de l'aile est largement
influence par des considerations de rigidite minimale in-
dispensable pour pr6venir l'apparition du flutter et assurer
une bonne efficacite des gouvernes.
10
NORMES STRUCTURALES
Toutes les charges de calcul peuvent etre support&s
sans ruptures ni deformations permanentes. Le dimensionne-
ment de la structure de base a cite effectue en ayant en
vue unc vie en fatigue an moms egale a 30.000 heures.
La conception fail-safe a cite appliquee dans la ,,,-surc
du possible, la solution multipoutre utilisee permet d' assu re r
Pacheminernent des efforts dans le cas d'une defnillance
partielle ou totale d'un element important sans entratner
la rupture de l'ensemble ni abaisser la resistance r6 siduel le
en dessous d'un standard suffisant pour tenir les charges
appliquees en vol normal. Le niveau general des contraintes
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
STAfl
I1-1..
El
El
El
El
El
El
S TAT
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
Because of the longer slender Concord airframe
the implications of airframe flexibility are significant
in basic design. For instance, to avoid the onset of flutter
and ensure adequate control effectiveness, the outer wing
design is largely influenced by flexibility considerations.
STRUCTURAL REQUIREMENTS
The primary structure is capable of withstanding all
design loads without failure or permanent deformation. It
is designed for a service life of not less than 30,000 hours.
Fail-safe principles are embodied wherever practic-
able; the multi-load path concept being used to ensure that
complete or partial failure of a single main structural
member will not in itself cause the collapse of the whole
structure or reduce its strength to a level insufficient to
sustain normal flight loads. Low design stress levels
afford protection against catastrophic failure of the struct-
ure resulting from cracks or local ruptures which might
occur 'during the intervals between periodic inspections.
At the high cruising speed attained by the Concord,
friction between the aircraft skin and surrounding air
results in kinetic heating and a consequent rise in structure
temperature.
The highest skin temperatures recordsd on the air-
frame at a cruising speed of Mach 2.2 are 153 C at the nose
and 130?C at the wing leading edge. Away from these areas
the equilibrium temperature is in the order of 120 deg. C.
The effects of this high temperature environment on
the structural materials used in the design are twofold.
Firstly, it is well known that the load bearing properties
of metallic materials reduce with increasing temperature,
some materials being more adversely affected than others.
However, for much of the structure it is the recovery
properties that are more significant as the greater design
loads occur either in subsonic flight or in landing or ground
manoeuvring. Secondly, sustained exposure to elevated
temperatures associated with sustained stress will result
in creep of the material and therefore permanent deform-
ation of the structure.
est peu 'eClev6 et ecarte le risque d'une rupture catas-
trophique de la structure qui pourrait ntre provoquc'!c par
des criqucs ott des defaillanees locales survenanc entre les
revisions pe.riodiqucs.
..\ux vitesscs de croisiere atteintes par Concorde, lc
frottement de Pair contre le revC.-.1tement se transforme
en chalcur et Sc traduit par une elevation de la temperature
de la -,r; ueturc.
En, croisierc a Mach 2,2 les temperature8 les plus
elevees a l'extericur ds la cellule atteignent 153 C pour le
nez du fuselage et 130 C pour le bord d'attaque de l'aile.
En dehors de ces endFoits la temperature d'equilibre
s'etablit aux environs de 120?C.
TEMPERATURES D'EOUILIBRE DE LA SURFACE SUPERIEURE DU REVETEMENT
CROISIERE A MACH 2,20 ET 18300 METRES- ISA.
SKIN EQUILIBRIUM TEMPERATURES- TOP SURFACE
CRUISE MACH 2.2 AT 60,000FT. LS.A.
TEMPERATURE DU NEZ
NOSE TEMPERATURE
153%
125%
7
0
BORD 0.ATTAQUE
LEADING EDGE 130 C
2eC ISeC 117%
FT. M.
10( 3,05)
30) 9,16) DISTANCE DU BORT)
D'ATTAOUE
DISTANCE FROM
500 5,25)
LEADING EDGE
70(21,35)
90 (27,45)
116%
3,05 61
15125
30,5
45,75
METRES
10 20
50
/00
150
FEET
DISTANCE A PARTIR DU NEZ
DISTANCE FROM NOSE
SKIN TEMPERATURES TEMPERATURES DU REVETEMENT
Les effets sur la structure des temperatures ambi-
antes elevees sont de deux sortes. Premierement, il est
bien connu que la resistance des metaux decroit lorsque
la temperature augmente, certains materiaux etant plus
affectes que d'autres. Toutefois ce sont les proprietes
residuelles apres refroidissement qui importent pour la
majeure partie de la structure, le dimcnsionnement corres-
pondant soit au vol subsonique, soit aux manoeuvres au sol.
Deuxiemement, le maintien a temperature elevee associe
avec l'application continue de charges, donne du fluage qui
se traduit par des deformations permanentes k la structure.
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
Thermal stresses need to be considered when there is
a significant temperature gradient in different parts of the
structure. The temperature of a wing spar boom during
supersonic acceleration will rise rapidly, whereas the
middle of the associated web remains relatively cool. The
TENSILE STRENGTH/DENSITY (10' IN,
O8
O6
0 ? 4
0 ? 2
?..,..,.....................,..?.-
-.,,t,
TITANIUM
ALLOY
\
\
\
\
\
'
ALLOY
a,
\1.
''''"'""`"??,???,....?..,..
----..a2==4----
1818
RR 58 HEAT RESISTANT
ALUMINIUM ALLOY
STEEL
1 .
173 ALUMINIUM
0
100
200
300
20.000 HRS. SOAK AT TEMPERATURE .0
STRENGTH/DENSITY RATIO OF Vi?RIOUS MATERIALS AT ELEVATED
TEMPERATURES RAPPORT RESISTANCE/DENSITE POUR DIVERS
MATERIAUX A DES TEMPERA1URES ELEVEES
Les contraintes the rm ique s soot prendre en consider-
ation chaque fois que le gradient de temperature entre les
differentes parties de la structure est important. Durant
P acceleration, la temperature des semelles du longeron
caisson de l'aile monte rapidement, alors que les parties
nt ra le s des ame s corre spondantes n' atte ignent leur
temperature d'equilibre que t re s progre ssivement.
L'inverse se passe durant la deceleration.
Dans les avions subsoniques les contraintes the rmique s
soot faibles et n'ont aucune influence pratique stir le
dimensionnement. Dans Pavion supersonique, ces con-
traintes s'ont suffisamment importantcs pour influencer
aussi bien le dimensionnement de la structure que le
programme des essais.0 A Mach 2,2 lorsque la temperature
d'equilibre atteint 120 C dans les regions eloignees des
bords d'attaque, PAU2GN a ete consider cornme Palliage
leger convenant le mieux a la structure principale de
Concorde. La courbe jointe donne pour differents ma-
teriaux la decroissance des resistances specifiques en
fonction de la temperature. Le titanc et Pacier sont
peu utilises et seulement dans la cas ou cola presente un
avantage.
DESCRIPTION DE LA CELLULE
400 La majeure partie de la structure est de type eon-
ventionnel et utilise principalement l'alliage di aluminium
AU2GN.
temperature of the middle will then rise slowly to attain
equilibrium. The opposite will occur during deceleration.
In subsoni, aircraft thermal stresses are low and
have little effect on design. In supersonic aircraft, however,
they are sufficiently high to merit special attention both in
design and in the structural test programme.
At the skin temperatures associated with a speed of
Mach 2.2 a heat resistant aluminium alloy, RR.58 is the most
suitable prime structural material for the Concord.
Limited use is made of steel and titanium where these
.materials can be used to advantage.
12
ACIER
AU2GN USINE
TOLES RAIDIES EN AU2GN ^ ROLLED ALUMINIUM ALLOY
AGGLOMERE VERRE-RESINE C.. RESIN BONDED GLASS FIBRE
STEEL
MACHINED ALUMINIUM ALLOY
CONCORD STRUCTURAL MATERIALS MATERIAUX STRUCTURAUX
DU CONCORDE
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
STAT
AIRFRAME DESIGN
The fuselage is a pressurised cylinder of almost
constant cross-section with unpressurised nose and tail
cones. Construction is mostly conventional using aluminium
alloy as the chief material. Hoop frames at approx. 20
inches pitch support a shell of skin panels and closely
pitched longitudinal stringers which give an optimum load-
carrying ability for both flight and pressure loads. The
majority of stringers are extruded, and wherever possible
attachments are made by spot welding. The gauge of the
fuselage skin varies according to local structural require-
ments but in the more lightly stressed areas of the pressure
cabin, has a minimum thickness of 0.055 in. Passenger
window surrounds are formed by integral skin/stringer
panels machined from aluminium alloy planks, each panel
spanning several windows. The windows are fail-safe,
comprising a double pressure panel and an externalthermal
insulation panel. Wherever possible, access panels are of
non-stressed design. The design of the rear fuselage
structure is influenced by acoustic requirements which
dictate a configuration for minimising the effects of acoustic
fatigue.
The wing is a multi-spar torsion box embodying
integral fuel tanks and carrying the power plant and main
landing gear. The princii)al structural material used is
RR.58 aluminium alloy. Integrally machined components
are used for highly loaded members and for the skin panels.
In the centre wing, the spars are continuous across the
fuselage; the spars and associated frames being built as
single assemblies which extend from left to right nacelle
positions. The forward wing sections are built as separate
components and are attached to each side of the fuselage,
the spar loads being transferred to cross members in the
lower part of the main fuselage frames. Access panels to
equipment in the wing are, wherever possible, non-stressed
but fuel tank inspection panels and inspection panels on top
of the wing in the vicinity of the engine nacelles are stressed
members.
The under-wing engine nacelles consist of air intake,
engine bay and nozzle support structures. The intakes are
constructed mainly of RR.58 aluminium alloy with leading
fuselage bilobe pressurise' est cylindrique sur
presque toute la longucur, le nez et la queue non pres-
surises ont tine forme ogivale.
Ie irccaux des cadres espaces de 53 centimetres
li des panneaux de rc4,tement lisses tr6s
s constituent un ensemble optimum poue resister
aux charges de vol et de pressurisation. La plupart des
-;ses sont etirees, soudees par points dans toutes les
ies :wee ssibles. L'epaisseur du rev i_eilient correspond
charges dimensionnantes localeri mais sans que Pepais-
seur. des parois de la cabine pressurisee descende au
.dessous de 1,4 mm. Les bordures des hublots font partie
des panneaux usines a raidissage integral. Ces panneaux
sont pris dans des plaques en alliage d'aluminium et chacune
couvre plusieurs hublots. Les surfaces transparentes des
hublots sont du type fail-safe, Pisolement thermique etant
assure par le panneau exterieur et la pression tenue par
un panneau double. Chaque fois que cela est possible les
portes de visite sont du type mon travaillant. La conception
de la partie arrire du fuselage tient compte des ni-
veaux sonores appliques, le rnaillage prevu permettant de
rk.Muire au maximum les effets de In fatigue acoustique.
L'aile caisson rnultilongeron cffilee et mince constitue
les reservoirs integraux, supporte les nacelles des reacteurs
et contient le logement. du train principal.
L'alliage d'aluminium AU2GN est utilise pour la
structure. Les panneaux de rev&tement et les pieces
supportant des charges elevees sont a usinage integral.
Les tronvpris de ? Paile centrale compris entre les
nacelles et les. longerons principaux traversant le fuselage
.sont construits comme des ensembles complets, les cadres
correspondants aux longerons principaux faisant partie de
ces derniers. Les pointes triangulaires des demi-ailes
avant forment egalement des .ensembles, leur fixation sur
le fuselage ;se faisant au droit des longerons dont les efforts
sont transmis aux traverses situees dans les parties
inferieures des cadres principaux. Les portes de visite
dormant acces a Pequipement situe dans l'aile sont du type
non travaillant chaque fois pie cela e:=1: possible, mais les
portes d' inspection des reservoirs et les portes de Pextrados
de l'aile an droit des nacelles sont du type structural.
Les nacelles suspenducs sous Pailc :',..-)piprennent les
,.!fitrees d'air, le logement des reacteurs et. i ,,truetures
-tant les tuyeres. Les entrees d'air alliage
d'al'uniinium avec des bords d'attaque en acic,? A l'ex-
ception des portes d'acces aux reacteurs, cii citane, la
STAT
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
edges of steel. With the exception of the forward engine
access door, which is fabricated from steel sheet, the
nacelle structure between the engine firewall and wing rear
spar is mainly steel honeycomb sandwich. Aft of the rear
spar conventional steel construction is used.
The fin is also a multi spar torsion box with the
majority of the spars constructed of machined and fabricated
sections. Machined ribs and spars are used in the vicinity
of the rudder hinges and also where the depth of the fin is
insufficient to allow the economical use of fabricated
structure, e.g. at the fin tip and along the leading edge. The
skin panels are of machined plank construction with integral
stiffeners. As with the rear fuselage, the fin structure
embodies design features which lessen the effects of noise.
The Concord depends upon the electrical system for
engine control, fuel supply and transfer, directional control,
navigation, communications and other essential services.
To ensure basic integrity, vital services, together with their
supplies and controls, are duplicated. This is achieved by
dividing the electrical system into two sub-systems which
remain separate throughout the aircraft.
Electrical power is derived from four 40 kVA brush-
less self exciting alternators, the voltage being regulated
to 115v per phase at the busbar. Frequency is maintained
at 400 c.p.s. by constant speed drive units operating at
8,000 r.p.m. The alternators are oil cooled and overheat
warning indication is provided; in the event of failure the
constant speed units can be disconnected from the engines.
The output of three alternators can carry the total general
service load plus the maximum de-icing load, and still
retain sufficient capacity to meet development growth.
Power is delivered from the alternators to main
busbar panels under the forward cabin floor which in turn
supply feeder panels in the above-floor electrical compart-
ments on either side of the aircraft behind the flight deck.
Supplies arc then taken to sub-circuit panels on the flight
deck where the individual service circuit breakers are
available to the engineer.
14
structure des nacelles entre les cloisons pare-feu et le
longeron arrie're de Pile est en acier, principalernent du
type nids d'abeilles. La structure situee apres le longeron
arriere est egalement en acier mais du type classique.
La derive est egalement du type caisson mu ltilonge ron,
la plupart des longerons etant usines a raidissage integral.
Des nervures et des longerons usines sont utilises au
voisinage des paliers de fixation des gouvernes de direction
et egalement dans les regions oa Pe'paisseur dc la derive
est insuffisante pour permettre une construction en tole
raidie, par example dans le saumon et le bord d'attaque. Les
panneaux du rev8ternent sont du type using a raidissage
integral. Comme pour le fuselage arriere, la structure de
la derive a ete etc pour minimiser les effets de fatigue
accoustique.
Sur Concorde, l'enerie electrique a ete choisie pour
assurer le controle des reacteurs, l'alimentation en com-
bustible et son transfert pour le ballastage, la commande et
le contrOle des servo-dynes actionnant les gouvernes, la
navigation, les communications et autres services essentiels.
La securite de fonctionnement des circuits vitaux est
obtenue en dedoublant les equipements et en rendant
independante leur alimentation et leur commande. L'ins-
tallation est divisee en deux systemes independants dont
tous les circuits restent separes.
Lle.nergie electrique est fournie parquatre alterna-
teurs de 40 kVA a auto-excitation, sans balais; leur voltage
est regle sur la barre omnibus a 115 volts par phase. Leur
frequence est maintenue a 400 hZ a l'aide d'une trans-
mission a vitesse constante tournant a 8000 tours-minute
entrainee par chaque -reacteur. Un debrayage mecanique
est prevu pour le cas de panne d'un alternateur. Le
refroidissement des alternateurs est assure par l'huile
utilisant le combustible comme source froide. Trois
alternateurs peuverit, a eux seuls, fournir toute-la puissance
necessaire y compris celle requisc pour le degivrage, tout
en conscrvant uric marge suffisante en cas d'extension
ultericure du bilan electrique.
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
Declassified in Part - Sanitized Copy Approved for Release 2014/03/05: CIA-RDP80-00247A004200400001-9
The four main a.c. busbars are connected in pairs and
supply the general a.c. loads and four T. R. U. s. The de-icing
load is split, one half being supplied by one alternator in.
each sub-system; a transfer arrangement ensures con-
tinuation of supply should either alternator fail.
Four Transformer Rectifier Units supply d.c. power at
a nominal 28v. Two T.R.U.s one from each main a.c. sub-
system, operate in parallel to provide two separate d.c..
sub-systems. One T.R.U. can carry the full sub-system load.
A.C. essential services are maintained from twobus-
bars in each sub-system connected normally to the main
busbars but, in emergency, supplied by static inverters.
D.C. essential supplies are maintained from a single busbar
in each sub-system connected normally to the main d.c.
busbar. In emergency, power is provided by batteries,
one connected to each essential d.c. busbar.
REACT EUR ALTERNATE UR
No.I
=131=1 CSD
DEBRAYAGE
MECAN1OUE
SERVICES
' ESSENT1ELS CA
SECOURS CC
CONVERTISSEUR
ESSENTIAL AC
BATTERIE
INVERTER
ALTERNATOR
SOUS
SYSTEME
A
SERVICE
AV SOL
GROUND
SUPPLIES
REACT EUR ALTERNATEUR
H'S
0 ?
DEGRAYAGE
MECANIOUE
NA3
ENGINE '
DRIVE
DISCONNECT
SUB
SYSTEM
8
1DE ICING AC