Concorde silverware and Pan Am silverware British Airways best of both*

Description: Your browser does not support JavaScript. To view this page, enable JavaScript if it is disabled or upgrade your browser. Click Here. Double your traffic. Get Vendio Gallery - Now FREE! Hi there, One Pan Am fork one British Airways Concorde knife the the team that shouldhave been.Now together forever.Beautiful as a team and fit great together.Sadlythey are just collectables now.Please ask any and all questions happy to help. Kind regards and thanks, Shaun HomeWHO BUILT CONCORDE?CONCORDE FLEETCONCORDE TODAYENGINEERINGFACTS/INFOPASSENGER OPERATIONSTECHNICALVISIT CONCORDERSS FeedHeritage ConcordeEngineered to be the best, Concorde flew above the rest… PAGESWHO BUILT CONCORDE?CONCORDE FLEETCONCORDE TODAYBristol Aero Collection Trust (BAC Trust)Concorde & Project FlagshipConcorde & the Civil Aviation AuthorityConcorde Alpha Foxtrot – Memories of ‘Concorde at Filton’Concorde Latest NewsHeritage Concorde Mission StatementENGINEERINGConcorde Alpha Foxtrot ‘D’ CheckCONCORDE ENGINEERS – Engineering HeroesConcorde Flight Incident ReportsConcorde Ground Servicing – Safety Precautions and requirements.Concorde Maintenance & ServicingConcorde Unscheduled Maintenance ChecksConcorde Visor Removal & ReplacementFACTS/INFO1962 Concorde TreatyBA Concorde “Project Rocket”British Concorde Static Test AirframeConcorde ‘B’Concorde – A Love Story!Concorde Airframe Wooden Mock-up’sConcorde Designer – Sir Archibald RussellConcorde FactsConcorde in films and TVConcorde LiveryConcorde & British AirwaysHCPFworktech updateConcorde Options and OrdersConcorde Pilot Barbara HarmerConcorde Retirement 2003Concorde Sierra DeltaConcorde TimelineConcorde Type Certificate and AirworthinessFILMSFRANÇAISFred Finn – most-travelled Concorde passengerFrench Concorde Static Test AirframePARIS CRASH VIDEO REPORTPepsi Blue Concorde 1996Project Flagship in the mediaPROJECTS SIGN INHC Project Developments 2012Projects 2Site Updateswork in progressConcorde Power Flying Control Units (PFCU’s)PARIS SIGN IN1The Concorde, by Norma DunlevyWas Continental Responsible For the Concorde Crash?Which Concordes could fly again?PASSENGER OPERATIONSConcorde advertisements – Air FranceConcorde advertisements – British AirwaysBraniff Airways Concorde OperationsConcorde – views from the edge of spaceConcorde and the QE2Concorde British Airways Passenger Seating 1993-2001Concorde Cabin & Passenger ExperienceConcorde Cabin InteriorsConcorde Cabin PressurisationConcorde DestinationsConcorde Famous PassengersConcorde First Scheduled ServicesConcorde flight crews – British AirwaysConcorde flight crews – Air FranceConcorde Flight PlansConcorde Operational IssuesConcorde Operations – London HeathrowFlying Concorde out of HeathrowConcorde Operations – New York JFKConcorde Operations – Paris CDGConcorde Passenger Menus – Air FranceConcorde Passenger Menus-British AirwaysConcorde Seasonal Schedules & Charter FlightsConcorde tickets, boarding passes and Baggage LabelsConcorde Voice RecordingsConcorde, the people’s aeroplane!Singapore Airlines Concorde OperationsTECHNICALConcorde Emergency Procedures & EquipmentConcorde Emergency Oxygen SystemsConcorde Engine Emergency ProceduresEmergency Evacuation and EquipmentCAA and DGAC Modifications 2001Concorde Air Conditioning & Ventilation DistributionConcorde Air Conditioning Group DescriptionConcorde AirframeAirframe DimensionsDimensions – Pre-production AirframesDimensions – Production AirframesDimensions – Prototype AirframesConcorde Airframe StructureConcorde Production & ConstructionConcorde production MaterialsPerformanceWeights & LoadingsConcorde Airframe WindowsConcorde Artificial Feel SystemConcorde Automatic Flight Control System (AFCS)AFCS Additional ComponentsAutopilotAutothrottlesCONCORDE BAGGAGE COMPARTMENTSConcorde Flight DeckConcorde Flying Controls & SystemsConcorde Control SurfacesConcorde Mechanical Control ChannelConcorde Trim ControlThe Concorde Artificial Feel SystemConcorde Electric Power SupplyConcorde Elevons and RuddersConcorde Fire Detection & ProtectionConcorde Fly-By-Wire SystemConcorde Hydraulic Power supplyCHEVRON M2-V Concorde Hydraulic FluidConcorde Green Hydraulic SystemGold Brazing on the Airframe Hydraulic System Pipe-workHydraulic Pipe Line Clamp BlocksConcorde Ice Protection SystemsConcorde Fuselage DoorsConcorde Landing Gear VentilationConcorde Landing Gear/Brakes/SteeringConcorde Nose & VisorConcorde Nose & Visor Design & ManufactureConcorde Nose & Visor Hydraulic System Description & OperationConcorde Nose & Visor Placards/MarkingsNose and visor operationsConcorde PowerplantConcorde Air In-Take SystemConcorde Olympus 593 MK.610 EnginesConcorde’s Variable Exhaust NozzlesConcorde Pressurization SystemConcorde Roll, Pitch & YawConcorde’s Fuel SystemsConcorde Approved Fuels /Additives & Fuel Tank CapacityConcorde Fuel TransferConcorde Refueling OperationsConcorde’s wingConcorde Wing FairingsConcorde Wing StructureFluid Drainage from the Concorde WingLOWER BAGGAGE COMPARTMENTThe Concorde Fleet101 (01) G-AXDN (British Pre-production)102 (02) F-WTSS (French Pre-production)202 G-BBDG (British First Production)CONCORDE F-BTSCConcorde 001 F-WSST (French Built Prototype)Concorde 002 G-BSST (British Built Prototype)Concorde F- BVFAConcorde F-BTSDConcorde F-BVFBConcorde F-BVFCConcorde F-BVFDF-BVFD Condition todayConcorde F-BVFFConcorde F-WTSAConcorde F-WTSBConcorde G-AXDNConcorde G-BBDGConcorde G-BOAAG-BOAA Condition TodayConcorde G-BOABConcorde G-BOAB; latest pictures from Heathrow!G-BOAB condition todayCONCORDE ALPHA BRAVOConcorde G-BOACG-BOAC Condition TodayConcorde G-BOADG-BOAD condition todayConcorde G-BOAEG-BOAE Condition TodayConcorde G-BOAFG-BOAF Condition TodayCONCORDE AT FILTON LATEST PICTURES!Concorde G-BOAF RestorationConcorde G-BOAGG-BOAG Condition TodayConcorde GalleysBritish Airways “Project Rocket”Concorde Flight Deck SeatingConcorde FreighterConcorde Medium-Range AirframeUPPER BAGGAGE COMPARTMENTVapour Seal/Fuel Tank Interspaces Ventilation SystemVISIT CONCORDEConcorde Location MapsConcorde Museum highlightedConcorde Pre-production FleetConcorde Production FleetConcorde Prototype FleetConcorde Roll Pitch & YawConcorde Carpets, Luggage Bins & Passenger Service UnitsConcorde Flight Deck Floor, Wall & Ceiling LiningsConcorde Flight Deck Floor, Wall & Ceiling LiningsConcorde Passenger Cabin Equipment & FurnishingsConcorde British Airways Passenger SeatingConcordes Closed to the Public in the USAConcorde Passenger Compartment furnishing trimsConcorde Passenger ToiletsConcorde and the CAACAA NOTE: Introduction of Reinforced Cockpit Door, Surround and Lock SystemCAA NOTE: BA Fleet – Installation of AlliedSignal RDR-4B Weather Radar SystemCAA NOTE: G-BOAA – Replacement Galley Units and WardrobesCAA NOTE: G-BOAB – Replacement Toilet CompartmentsCAA NOTE: G-BOAE – Installation of a modified nozzle thrust reverser controllerCAA NOTE: G-BOAF: Special Category Certificate of Airworthiness RequestCAA NOTE: Return to Service Flight G-BOAFCAA NOTES: G-BOAA – Trial Installation of Bendix RDR-4A Weather Radar SystemThe Civil Aviation Authority & Concorde RTFConcordes Closed to the Public in FRANCEUK Concordes Closed to the PublicVisit Concorde in BARBADOSVisit Concorde in FRANCEVisit Concorde in GERMANYVisit Concorde in the UKVisit Concorde in the USAPROJECTS SIGN INHCT & RTFHCT FiltonARCHIVESNovember 2011CATEGORIESUncategorized (1)BLOGROLLDocumentationPluginsSuggest IdeasSupport ForumThemesWordPress PlanetMETALog inValid XHTMLXFNWordPressMORE RSSEntriesCommentsPOWERED BYWordPress & MyJournal ThemeWHO BUILT CONCORDE?“It seemed as if the aeroplane had been built simply to delight me.” Brian Calvert, former Concorde Pilot and Flight Manager (Technical), British Airways Concorde fleetmm In the late 1950s, the United Kingdom and France were considering developing a supersonic transport. The British Bristol Aeroplane Company and the French Sud Aviation were both working on designs; the British one was called the Type 223, and the French one the Super-Caravelle. Both were largely funded by their respective governments The British design was for a thin-winged delta shape transatlantic-ranged aircraft for about 100 people which owed much to the work of Dietrich Kuchemann. While the French were intending to build a medium-range aircraftThe designs were both ready to start prototype construction in the early 1960s, but the cost was so great that the British government made it a requirement that BAC look for international co-operation. Approaches were made to a number of countries, but only France showed real interest, mainly because the British were the only nation that had the possible engine, the Olympus 593. It would of taken the French years and cost millions to to develop a engine of their own. The development project was negotiated as an international treaty between the two countries rather than a commercial agreement between companies and included a clause, originally asked for by the UK, imposing heavy penalties for cancellation. A draft treaty was signed on 28 November 1962. By this time, both companies had been merged into new ones; thus, the Concorde project was between the British Aircraft Corporation and Aerospatiale.Who designed and built what parts for Concorde?Franco/British agreementArticle 1 (1) 29th November 1962‘ The principle of this agreement of this collaboration shall be the equal sharing between the two countries, on the basis of equal responsibility for the project as a whole, of the work, of the expenditure incurred by the two governments, and the proceeds of sale.’By this time the two engine companies Bristol Siddeley Engines and SNECMA had already signed a memorandum of understanding during November 1961. In 1966 Bristol Siddeley Engines became part of Rolls-RoyceThe engine companies had a much easier accord. It was generally acknowledged that the Olympus engine, developed by the former Bristol Siddeley Engines Company, now owned by Rolls-Royce, was an engine with great potential and the only engine in the world capable of doing the job. Thus in the event of an SST decision, Bristol would produce the flange-to-flange engine and SNECMA the bit behind – jet pipe, reheat, primary and secondary nozzles and some form of thrust reverser. It was estimated that the now Roll-Royce would have a 60% share of the engine work, and SNECMA 40%.Carving up the aircraft was a much more complex mater. Concorde was not a 204ft long tube with a wing attached on either side, but a series of five transverse slices each comprising a piece of – left wing, fuselage and right wing. So France designed and built the wing, taking on the major task of creating and aerodynamic bridge from Mach 0.85 to Mach 2+.Having the wing, it was entirely practical to take the flight controls, then their power Control units ( Power Steering) and Hydraulic supplies, the control mediums from the flight deck to PCU’s and electronics in between, viz. autopilot, stability enhancement system (autostabs) and artificial feel; and so it was.As the UK was awarded the engines, it was then a sound decision to add intakes and control systems, on two accounts – their interdependency and the fact that it was the other major fundamental.With the two big areas allocated, it was just a matter of practical division to accommodate a 60/40 spilt between France/UK. Fuselage, from nose gear forward including nose and visor, and from wing trailing-edge aft including fin and rudder went to the UK. France took the landing gear, however, since the UK company Dunlop had become a worldwide industry leader in carbon fibre production they picked-up the brakes therefore the wheels as well.Of the remaining systems, engine fire warning and protection, fuel, electrics and oxygen became British, while navigation systems, air data systems, pressurisation, air conditioning and radio were French, aircon distribution were British.Under the terms of the Treaty both sides were to be given an equal share of the work. In order to ensure a fair division, contracts were apportioned by a joint Concorde Directing Committee. The main contractors, BAC and Sud, had therefore to accept the tenders from a list of pre-selected sub-contractors, placing them in order of preference and finally submitting three to the joint Technical Committee. This committee of civil servants then evaluated the tenders and recommended a supplier. It was only natural that the need to divide the workload and use a particular aircraft factory for political reasons meant that the final choice of supplier did not always correspond with the wishes of the design team. This was exactly the situation in the case of the special glass for the aircrafts windows. Originally British Pilkington purchased the rights to a new formula for toughened glass made by Corning Glass Corporation of America. Because of French insistence on equal division of work, the Concorde Directing Committee allocated the windows to France. The French Pilkington Company had to make a fresh purchase of the patent rights and start from scratch.The power supply-control systems became the prime example of the inefficiencies of building a political aeroplane. When the tenders had been invited for the controls, Boulton Paul, an old established British firm, produced a tener which vastly undercut the French offer of Dassault. When the list went for evaluation, Boulton Paul found itself the preferred choice of the British, but not the French. There were strong rumours at the time that the French were sticking out for the more expensive Dassault estimate because no less a person than the General himself had promised the contrct to Marcel Dassault, the head of the company. Before they finally capitulated, after more than a year of argument, the French argued with some justification that Dassault had more experience with the controls a supersonic plane demanded. The mechanisms that have to operate the moving surfaces at supersonic speeds, are located in the hottest spots and hydraulic oils and rubber seals have to withstand a constantly high temperature without failure.The experience of the British system has since lent weight to the French case, although it must be realised that Boulton Paul got the contract one year late and had to cram three years development work into a far shorter time the schedule was not improved by Sud-Aviation’s attitude when the power controls finally arrived at Toulouse; they insisted on stripping them down, but found this a good deal simpler than re-assembly. The whole consignment had to be sent back to England, whilst 001 the French Prototype waited on the ground at Toulouse without its essential equipment. m,m BRITISH AIRCRAFT CORPORATION (BAC)/ AEROSPATIALE – CONCORDEBRITISH AIRCRAFT CORPORATION LTD.COMMERCIAL AIRCRAFT DIVISION,FILTON HOUSE,BRISTOL BS99 7ARENGLAND.The BAC factory at WeybridgeSOCIETE NATIONALE INDUSTRIELLEAEROSPATIALEB.P.315331.053 TOULOUSE-CEDEXFRANCEAEROSPATIALEMTHE CONCORDE POWERPLANTBristol Siddeley Engines/ Later Rolls-Royce – EnginesThe Olympus engines were built at the Rolls-Royce factory – Patchway, BristolThe Olympus engines being built at the Rolls-Royce factory - Patchway, Bristol SNECMAJet pipe, reheat, primary and secondary nozzles and thrust reverserNozzle – Snecma, Melun Villarochemm CONCORDE AIRFRAME AND SYSTEMS British Aircraft Corporation/ later British Aerospace and then BAe Systems PLCNose and visor – Marshalls, CambridgeFuselage nose – BAC, WeybridgeForward fuselage – BAC, WeybridgeRear fuselage – BAC, WeybridgeAir intake – BAC, PrestonEngine bay – BAC, FiltonPaint – PPG AerospaceFin – BAC, WeybridgeRudder – BAC, FiltonBrakes and wheels – DunlopElectronic work was carried out by Elliott and Smiths IndustriesFinal assembly of British built Concordes – BAC, Filton, BristolNacellesSYSTEM RESPONSIBILITIES -BACElectricsOxygenFuel engine instrumentsEngine controlsFireAir-conditioning distributionDe-icingBRITISH SUBCONTRACTORS ON THE SYSTEMSAvica - Piping and ducting systems and components.Boulton Paul – Flight servo controls; amplifiers.Dowty Electrics – Micro-contacts for electro-hydraulic circuitsDowty-Rotol – Electro-hydraulic selector for the landing gear; hydraulic accumulatorElliott – Fuel-flow metersEnglish Electric – Constant speed drive; electrical load control; ‘Spraymat’ de-icer; plastic visor; panel lightingFlight Refuelling – Refuelling equipmentGraviner – Fire extinguishers; detection systemHawker Siddeley – Air-conditioningHymatic Engineering – Pressurisation of fuel tanksIntegral – Hydraulic pumpsNormalair – Cabin pressure regulatorPage – Electrical instruments – fire alarm systemPalmer – Fuel filtersPlessey – Fuel electro pumps – electric actuators; gas turbine startersRotax – Contactors, de-icing electronic timer, etcSaunders – Fuel electro valvesSmiths – Icing detection, navigation and engine instrumentsWalter Kidde – Oxygen equipmentCOMMUNICATIONS AND NAVIGATION SYSTEMSDecca – Omnitrac equipmentEKCO – Weather radarElliott – Autopilot, flight and take-off director computers, landing displayFerranti – Inertial navigation system; automatic chart displayKollsmann – Flight instrumentsMarconi – Doppler, DME, SelcalSmiths – Icing detection, navigation and engine instrumentsWhite & Nunn – VOR/DME/ATC remote controlmmConcorde airframes under constructionSud Aviation/ later became Aerospatiale and then EADS which now owns AIRBUS SASIntermediate fuselage – Aerospatiale, MarignaneForward wing – Aerospatiale, BouguenaisCentre-wing/fuselage :Frames 41-46 – ,Aerospatiale, MarignaneFrames 46-54 – Aerospatiale, BouguenaisFrames 54-60 – Aerospatiale, ToulouseFrames 60-66 – Aerospatiale, ToulouseFrames 66-72 – Aerospatiale, St. NazaireOuter wings – Dassault, Boulogne/SeineElevons – Aerospatiale Suresnes, BouguenaisLanding gear (main) – Hispano-Suiza, Bois ColombesLanding gear (nose) – Messier, MontrougeFinal assembly of French built Concordes – Aerospatiale ToulouseSYSTEM RESPONSIBILITIES – AEROSPATIALEHydraulicsFlying ControlsNavigationRadioAir-conditioning supplyFRENCH SUBCONTRACTORS ON THE SYSTEMSAir Equipment/DBA – Servo control automatic selectors; artificial fuel system; HP fuel pumps; control surface position indicatorsAuxilec – Alternators; transformers rectifiersBronzavia – Air-conditioning; HP fuel pumps; water separator; humidifierCEM – High temperature micro-contactsECE – Control boxes, breakers, relays, control panelsEROS – Pilot’s individual oxygen equipment (Prototype trials)Intertechnique – Fuel gauging and transfer systemsJaeger – Engine monitoring system; miscellaneous instrumentsSAFT – Accumulator batterySECAN – Hydraulic oil/fuel heat exchangersSEMCA – Air starter, pressure reducer, thermostatic valve, non-return valves, cut-off valves, drains, high temp couplingsSofrance – Hydraulic filtersTeleflex-Syneravia – Landing lampsZenith – Refuelling collectorCOMMUNICATIONS AND NAVIGATION SYSTEMSCrouzet – Air data computerCSF – VOR/ILS receiverECE – Control boxes and panelsSadelec-Wilcox (France/USA) – ATC transponder, VHF communicationsSagem – Inertial navigation system, navigation computerSFENA – Flight director gyro horizon, VOR-NAV indicatorSFIM – Attitude indicator; oxygen regulatorStaec – Antennae (ATC-DME – MARKER)TEAM – Public address systemTRT – Auto-landing radio altimeterA Concorde airframe under construction Parts made in the USACOMMUNICATIONS AND NAVIGATION SYSTEMSBendix – ADF marker receiver, vertical speed indicator, auto-flight elementsCollins – HF transceiverCLICK ON THE LINK BELOWfor further information about the construction of Concorde, which was one of the most complex operations ever undertaken in the aircraft industryConcorde Production & ConstructionmThe electrical wiring harness at BAC Weybridge© Heritage Concorde 2012 -2013 Your browser does not support JavaScript. 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Price: 38.95 USD

Location: Orlando, Florida

End Time: 2024-02-20T10:30:33.000Z

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