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Aviation History
1963
1963 - 1874.PDF
YLIGHT International, 14 October 1963 * 681 f/i/s first attempt at the cockpit layout shows no radical departures from Stan ford four-jet practice. A new mock-up, Incorporating nearly a year of pilot suggestions, is in an advanced stage of instruction. Below, cross-section of the fuselage leen painted LAP's main runway as it would appear to the pilot m finals with the aircraft 30ft above the ground, 1,500ft from touch- town, and at a glide angle of 3°. According to the indicator assor ted with the hydraulic jack, approach angle-of-attack for the FOUL. e-htc^^e. HCC-ZH fclGHT W International l'<,»ti*Bv*-Ae*M#TW *»vr»(ce. Illffe Transport Publications Ltd 1963 s Provisional sketch by "Flight International" artist Frank Munger '™" reWsed and re-published as design proceeds, conform to the Qard Mine Operators' drawings published by this journal Concorde is 9.7° (in the cruise this angle is apparently 3.7°, and 2.0° taxying). From the pilots' seat a vivid impression may be obtained of how the most critical phase of flight will appear to the pilot. It is apparent that the landing speed of the delta Concorde will be held to the 130-140kt of lavishly flapped and spoiled subsonic jets more as a result of high angle-of-attack pilot technique than by mechan ical drag devices. Greatly encouraging, no doubt, is the RAF's wonderful record of experience to date with the Vulcan. The cockpit itself has a perfectly conventional layout, and visibility (with retractable visor down of course) appears to be as good as or even better than that of the 707. There is provision for a pictorial navigation display, and the only displays that will be new to the civil jet pilot are dials for angle of attack and skin temperature, and reheat lights. The rest, at least so far as may be judged from this first attempt, is "standard four-jet transport." There is a comprehensively equipped engineer's station. An elaborate flight simulator has been in operation for more than a year, and must have contributed a great deal to the design and development of the flying controls and flight system, as well as to general cockpit layout. Having six freedoms of move ment, and powered by an English Electric LACE computor system, it is developed from experience of the simulator that was built for the Bristol 188. It is as detailed (right down to the windscreen wipers and headset noise) as design progress permits, and has been evaluated by a committee of pilots from BAC, Sud and the RAE. The impression of moving terrain is conveyed to the pilot by means of the Holomorphic display invented by English Electric and developed by RAE Bedford. In due course the full realism of Terravision will be incorporated. Structural test work is well advanced: in the fatigue laboratory at Filton can be seen a part of the big programme of work now going on at BAC, Sud and in MoA and ONERA establishments— "all contributing spots on the curves," as one BAC engineer puts it. Losenhausen and Vibrophore machines are to be seen at work on small components such as riveted joints; and a new dimension is added to conventional civil airframe testing by the application of heat. Specimens are enclosed in hot (up to 800°Q electric ovens under both fatigue-loading and sustained-loading conditions, and it is the intention to hot-test full-scale Concorde structural speci mens, possibly by means of infra-red. The effects of corrosion as well as of creep on strength are assessed by the incorporation in at least one machine of a chemical spray—a small but typical example of the thoroughness with which the whole Concorde programme is being tackled right from its earliest stages.
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