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7 matching PDF pages. Showing 6 short source excerpts. Open the document for full context.
Printed page 47. PDF page 47.
I ignore the gong I stop for an engine fire a tyre flash and the failure callout", "after V1 we continue on the SID we just talked about we land back on runway twenty-six right". 14 h 40 min 19Open final report at PDF page 47Final report: Concorde F-BTSC, 25 July 2000
Printed page 166. PDF page 166.
aircraft would probably have burst into flames immediately. The double thrust loss occurred after V1, a few seconds before rotation speed. Holding the track became difficult and the control movements required to maintain it were greater than those normally usedOpen final report at PDF page 166Final report: Concorde F-BTSC, 25 July 2000
Printed page 174. PDF page 174.
effect on takeoff performance from this excess weight was negligible. � During takeoff, after V1, the tyre on wheel No 2 was cut by a metallic strip present on the runway. � The metallic strip came from the thrust reverserOpen final report at PDF page 174Final report: Concorde F-BTSC, 25 July 2000
Printed page 17. PDF page 17.
54.6 s, the PNF called one hundred knots, then V1 nine seconds later. A few seconds after that, tyre No 2 (right front) on the left main landing gear was destroyed after having run over a piece of metal lostOpen final report at PDF page 17Final report: Concorde F-BTSC, 25 July 2000
Printed page 34. PDF page 34.
this simulation are as follows (rounded figures): � V1 is reached 1,150 m, or 33 s, after brake release � VR is reached 2,070 m, or 43 s, after brake release � V2 is reached 2,700 m, or 48 s,Open final report at PDF page 34Final report: Concorde F-BTSC, 25 July 2000
Printed page 55. PDF page 55.
2 93.96 103.04 750� 21.49 41.21 97588 3 89.94 102.83 763.7� 22.11 42.39 � one second after the V1 callout, generated time 97595 o CAS: 151 kt Control Column: 0.4� Trim: 0.4� Heading: 269� Rudder bar: - 1.8 (right) LateralOpen final report at PDF page 55Final report: Concorde F-BTSC, 25 July 2000