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Chris Neale

@lonearrow

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Working out the internal routings of Concorde’s Olympus engines. Not many realise the engine intakes weren’t straight, they were swept inwards towards the main fuselage. This enabled perfect capture of the airflow which flowed outwards towards the wing tips. Having dead straight intakes would result in a shockwave against the side wall of the intake bay.

The black panels weren’t for show… they were heated de-icing matts required to prevent ice forming on the forward wings and around the intakes. Without them ice could form then break off and get sucked in, critically damaging the engines.

Because Concorde required civil standard certification for carrying civilian passengers, its safety and engineering protocols were orders of magnitude more rigorous than any military equivalent ever built. Ironically, this may well be why no one has ever matched it. Concorde’s standards created a benchmark so high (because it was supersonic) no commercial airliner has ever matched it since.
#concorde #supersonic #3d #3dart #lonearrow by @lonearrow

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a day ago

Working out the geometry for Concorde’s engines: here all the intake flaps are open allowing maximum air intake on take-off. The secondary air intake flaps on the underside of the engine are contained within a larger overall flap assembly designed to open and divert the air away from the Rolls Royce Olympus engines in the event of engine failure.

All of this was so complicated, requiring continuous adjustment during flight… especially at supersonic speeds (the air had to be slowed down from 1,350 mph at Mach 2 to Mach 0.5 or 500 mph to avoid blowing up the engine). This was carried out by an onboard computer system… the AICU the first of its kind in history.

Even today, decades later, no other aircraft has ever matched Concorde’s ability to cruise continuously at twice the speed of sound with such a high degree of efficiency. Even the U.S. Blackbird SR-71 was sluggish at Mach 2 and had to use continuous afterburners to stay aloft.

Concorde only used its afterburners at take-off and to transition through the sound barrier. This was because of the air compression achieved via the intake system… afterburners were no longer needed, saving a lot of fuel. When cruising at Mach 2, Concorde’s engines only provided 8% of the total thrust needed… the rest was done by the pressure created by what was effectively a highly efficient Ramjet used for supersonic cruise. 🤓
#concorde #supersonic #3d #3dart #lonearrow by @lonearrow

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6 days ago

Concorde’s split rudder system was necessary for two main reasons; in the event that one rudder failed, there was a backup. Secondly the rudder was so big a single power control unit wouldn’t have been sufficient to rotate it.

Both rudders moved in unison. However, movement was automatically restricted for supersonic flight… a rotation as much as featured here at supersonic speed, would have ripped the tail off. No trim advantage would have been gained by independent rudder operations, in fact Concorde managed most of that by not using the rudder at all, but by pumping its fuel between the fore and aft fuel tanks. 🤓✌️
#concorde #supersonic #3d #3dart #lonearrow by @lonearrow

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16 days ago

Rivets, bolts, screws… makes all the difference don’t it… why go to all this trouble? Because it’s a very long airplane model… so it’s gonna be viewed from either end, with the front or the rear closest to the camera… so the most detail needs to be there, innit. 🤓👍
#concorde #supersonic #3d #3dart #lonearrow by @lonearrow

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17 days ago

Concorde’s vertical stabiliser (in Chatham Dockyard livery) features an independent upper and lower rudder system each driven by its own dedicated Power Flying Control unit.

In 1989 Concorde G-BOAF lost the entire upper rudder on the way to Sydney, Australia… at 44,000 feet travelling at Mach 1.8. The crew remained entirely unaware the rudder had been torn off until after landing, when taxiing a flight controller at Sydney pointed out it was missing over the radio! 🤓😂👍
#concorde #supersonic #3d #3dart #lonearrow by @lonearrow

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18 days ago

Building this model at full size required building it in sections, pretty much how the real Concorde was built five miles down the road, from where I am now. #concorde #supersonic #3d #3dart #lonearrow by @lonearrow

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a month ago

Concorde: Working on the delta wing. #concorde #supersonic #3d #3dart #lonearrow by @lonearrow

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a month ago

Ibanez E-Jack - Intonation Adjuster - lets you loosen the saddle screw and jack the whole mechanism forward or backward on either Edge Pro or Lo-Pro Edge bridges.

I paid £35 on Amazon UK however, it was clearly used. Amazon initially offered a 10% reduction but eventually settled for 20%… skinflints! #ibanez #guitar #lonearrow by @lonearrow

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2 months ago

Woke up the other night thinking WTF is that??
Ibanez authentic fluorescent Luminlay fret markers on the RGA622XH. 👍😎 #ibanez #guitar by @lonearrow

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2 months ago

Ibanez Lo-Pro Edge: Down-tuning to E-flat means resetting the bridge tremolo system… which is different to the original Edge. That little black rectangular block is your friend… the bridge is set up or balanced correctly when it’s parallel to the guitar body. But… you’re gonna need a lot of patience, when tuning it in. 👍
#ibanez #loproedge #floatingtremolo by @lonearrow

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2 months ago

Ibanez RGA 622XH-WH Prestige

Made at FujiGen, Japan, 2024, Axe Design Lab series… same factory as my Ibanez 540s in 1990.

Body: African carved mahogany, arched top, not flat.

Neck: 5-piece maple/walnut Wizard HP… one mm thicker at the nut compared to the original Wizard, both 19mm at the 12th fret. Multi-piece laminate designs resist twisting and seasonal bowing much better than vintage 1-piece necks.

Fingerboard: Bound Macassar ebony with offset mother-of-pearl dot inlays and Luminlay side dotsFrets: 27 jumbo frets with Prestige fret edge treatment.

Bridge: Lo-Pro Edge double-locking tremolo system.

Pickups:

DiMarzio The Tone Zone (bridge) Famously developed alongside Eddie Van Halen during the design of his Ernie Ball Music Man signature guitar. Designed specifically to eliminate thin, harsh, bridge tones by providing massive bass response, punchy low-mids, and highly compressed sustain.

DiMarzio Air Norton (neck) Originally designed as a bridge pickup, it gained massive popularity in the neck position of progressive rock and metal guitars (most notably championed by John Petrucci). It utilises an Alnico 5 magnet and DiMarzio’s patented “Airbucker” design, which leaves an air gap between the magnet and pole pieces to reduce string-pull, improve sustain, and offer excellent dynamic pick attack.

To make the Air Norton fit into a small single-coil slot, DiMarzio did not stack the coils. Instead, they shrank two tiny coils and placed them side-by-side inside a single-coil casing. It is a mini-humbucker, not a stack.
#ibanez #ibanezrga622xh #guitar #guitaristofinstagram #lonearrow by @lonearrow

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2 months ago

Ibanez RGA 622XH part of the Ibanez Axe Design Lab series, FujiGen Gakki, Japan.
#ibanezguitar #rga622xh #guitar #guitarist #lonearrow by @lonearrow

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2 months ago