The advertisement predicted a market for aircraft by and boasted of Concorde's head start over the United States' SST project. Weber suggested that this was no mere curiosity, and the effect could be deliberately used to improve low speed performance.
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Each of these planforms had its own advantages and disadvantages in terms of aerodynamics. However, prospective customers showed no interest in the short-range version and it was dropped. Bristol's original Type was a small design with an almost pure slender delta wing,  but evolved into the larger Type Their report in October stated that it was unlikely there would be any direct positive economic outcome, but that the project should still be considered for the simple reason that everyone else was going supersonic, and they were concerned they would be locked out of future markets.
Studying the various layouts in terms of CG changes, both during design and changes due to fuel use during flight, the ogee planform immediately came to the fore. Both words mean agreement, harmony or union. In his memoirs, he recounts a tale of a letter from an irate Scotsman claiming: To meet this schedule, development would need to begin inwith production contracts let in Although the delta had already been used on aircraft prior to this point, these designs used planforms that were not much different from a swept wing of the same span.
Even at this early time, both the STAC group and the government were looking for partners to develop the designs. The team outlined a baseline configuration that looked like an enlarged Avro However, this proved not to be the barrier it might seem; common components could be used in both get engaged after 7 months of dating, with the shorter range version using a clipped fuselage and four engines, the longer one with a stretched fuselage and six engines, leaving only the wing to be extensively re-designed.
This would remain economically advantageous as long as fuel represented a small percentage of operational costs, as it did at the time. This effect had been noticed earlier, notably by Chuck Yeager in the Convair XFbut its qualities had not been fully appreciated.
Bristol was surprised to find that the Sud team had designed a very similar aircraft after considering the SST problem and coming to the very same conclusions as the Bristol and STAC teams in terms of economics.
In common usage in the United Kingdom, the type is known as Concorde without an articlerather than the Concorde or a Concorde. With a normal wing design this can be addressed by moving the wing slightly fore or aft to account for this. As the aircraft layout changes during the design phase, it is common for the CG to move fore or aft.
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The French had no modern large jet engines, and had already concluded they would buy a British design anyway as they had on the earlier subsonic Caravelle. This lower speed would also speed development and allow their design to fly before the Americans.
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Conversely, it appeared the project would not be likely to significantly impact other, more important, research efforts. At the French roll-out in Toulouse in late the British Government Minister for TechnologyTony Bennannounced that he would change the spelling back to Concorde.
As they worked with these shapes, a practical concern grew to become so important that it forced selection of one of these designs. Of the three, the Sud Aviation Super-Caravelle won the design contest with a medium-range design sogc early dating ultrasound sized to avoid competition with transatlantic US designs they assumed were already on the drawing board.
The group met for the first time in February and delivered their first report in April Such a layout would still have good supersonic performance inherent to the short span, while also offering reasonable take-off and landing speeds using vortex generation.
Cabinet felt that signing a deal with Sud would pave the way for Common Market entry, and this became the main deciding reason for moving ahead with the deal. Sud made minor changes to the paper, and presented it as their own work.
The name was officially changed to Concord by Harold Macmillan in response to a perceived slight by Charles de Gaulle. At first, the new consortium intended to produce one long-range and one short-range version. Brown considers this moment as being the true birth of the Concorde project. The UK team was still focused on a passenger design serving transatlantic routes, while the French were deliberately avoiding these.
More powerful Bristol Siddeley Olympus engines, being developed for the TSR-2allowed either design to be powered by only four engines. Test pilot Eric Brown recalls Morgan's reaction to the presentation, saying that he immediately seized on it as the solution to the SST problem. A single design emerged that differed mainly in fuel load.
In the late s the government requested designs from both the government-owned Sud Aviation and Nord Aviationas well as Dassault. The Treasury Ministry in particular presented a very negative view, suggesting that there was no way the project would have any positive financial returns for the government, especially in light that "the industry's past record of over-optimistic estimating including the recent history of the TSR.
The Committee ultimately rejected the economic arguments, including considerations of supporting the industry made by Thorneycroft.
A draft treaty was signed on 29 November At the very first meeting, on 5 Novemberthe decision was made to fund the development of a test bed aircraft to examine the low-speed performance of the slender delta, a contract that eventually produced the Handley Page HP. Armstrong Whitworth also responded with an internal design, the M-Wing, for the lower-speed shorter-range category.