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Printed page 34. PDF page 34.
values, the influence of an increase in weight of one ton was examined and found to be negligible. For a tailwind of 8 kt, the takeoff weight is reduced to 183,300 kilograms due to a tyre speed limitation. Note: forOpen final report at PDF page 34Final report: Concorde F-BTSC, 25 July 2000
Printed page 78. PDF page 78.
of the engines 3 and 4 nozzles was 0�. Examination of engine 2 appears to indicate a negligible N1 before impact. The rotor of the LP compressor of engine 1 apparently made less than a quarter of a revolution afterOpen final report at PDF page 78Final report: Concorde F-BTSC, 25 July 2000
Printed page 154. PDF page 154.
the engines. The influence of possible sideslip on the trajectory is thus very low or negligible. � Dynamic behaviour The Concorde landing gear manufacturer indicated that no cases of landing gear bogie shimmy had been reported. Examination of the partsOpen final report at PDF page 154Final report: Concorde F-BTSC, 25 July 2000
Printed page 174. PDF page 174.
weight by about one ton. Any 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 metallicOpen final report at PDF page 174Final report: Concorde F-BTSC, 25 July 2000
Printed page 41. PDF page 43.
Note: On A340-300 and A330-300, the correction of the of static pressure measurement is negligible in cruise. For each airspeed system, the calculation principle is as follows: Knowing Pt and Ps makes it possible to calculate a MachOpen official document at PDF page 43Final Report: Accident on 1st June 2009 to the Airbus A330-203 registered F-GZCP operated by Air France flight AF 447