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Concorde Propulsion

Power is supplied by four twin spool Olympus 593 MK 610-1428 turbojets installed in pairs, each being equipped with a reheat, a variable area air intake and variable primary and secondary exhaust nozzle used to optimise performance. The Concorde carried 100 passengers and was powered by 4 Rolls-Royce Bristol Siddley twin spool afterburning turbojets with a static thrust at sea level of 38,050 lb. with afterburner and 31,350 lb. dry. The aircraft could cruise above Mach 1.7 without using the afterburners resulting in improved fuel efficiency and range and a maximum supersonic thrust of 10,000 lb. per engine (estimated at Mach 2, 53K).

The airflow of the Olympus 593 compression system is 410 lb/sec at a pressure ratio of 15.5 in 14 stages with 7 each on the low (LP) and high pressure (LP) rotors. All 7 stages of the LP compressor and the first three of the HP compressor are titanium. The engine weight is 7000 lb. with the afterburner, reverser and nozzle for a high thrust to weight of 5.44. Each of the compressor spools are driven by a single stage air cooled turbine. The 4 engines are grouped into two twin nacelle pods with variable intake and bypass doors and variable exit nozzles for each engine.

The secondary exhaust nozzle also incorporates the thrust reverser. To move an airplane through the air, thrust is generated by some kind of propulsion system. Most modern fighter aircraft employ an afterburner on either a low bypass turbofan or a turbojet. When the afterburner is turned on, additional fuel is injected through the hoops and into the hot exhaust stream of the turbojet. The fuel burns and produces additional thrust, but it doesn't burn as efficiently as it does in the combustion section of the turbojet. When the afterburner is turned off, the engine performs like a basic turbojet. Afterburners are only used on supersonic aircraft like fighter planes and the Concorde supersonic airliner. The Concorde turned the afterburners off once it gets into cruise. Otherwise, it would run out of fuel before reaching Europe.

Maximum intake efficiency is an economic requirement for SST aircraft. Each powerplant, including intake, engine, nozzle and the associated control gear, is independent in all important aspects. Aerodynamic independence is achieved by means of a projection forward of the center wall (splitter plate) separating the pair of inlets. Mounted under the wing of the Concorde, the inlet is divided to provide independent supplies of air to a pair of engines, an arrangement that introduces particular problems in allowing for the wing flowfield and avoiding interaction between the twin inlets.

A thrust reverser is provided comprising two identical eyelids which are pivotable on the fairing on either side of an axial plane of symmetry. The eyelids are able to assume either an active position, namely thrust-reversal, wherein they transversely project into the gas jet downstream of the fairing in order to deflect the gas jet forwardly, or an inactive position, namely forward-thrust, wherein they are situated in the extension of the fairing. The assemblies also include means for driving the flaps of the primary and secondary nozzles and means for driving the eyelids. Such an exhaust assembly uses the thrust-reverser eyelids utilized in the civilian Concorde plane. The eyelids are each pivotably mounted about a transverse axis near an axial plane of symmetry to allow control of the engine's exhaust cross-section as a function of flight modes. The width of the slit separating the upstream end of each eyelid from the downstream end of the fairing is a function of the pivot angle of the eyelids, the angle varying with the flight modes. An air flow issuing from the end of the fairing enters this slit and mixes with the gas flows.



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