Last time we discussed CD, I see this time the topic is CL and load factors! Some quick thoughts.
The manoeuvre load factors for Concorde are +2.5g to −1g, limits in common with other transport aircraft, and like them, she never comes anywhere near them. To suggest that she experiences loads of 2.53g in the cruise is ludicrous.
The maximum take of weight of Concorde is 185,070 kg.
I don’t know the exact wing area but your figure of 358 m2 seems reasonable.
If by T/O speed you mean the aircraft speed at the instant the wheels first lose contact with the runway, then 112 m/s is an accurate figure in still air.
I’m puzzled why you call that T/O speed a “stall speed”, because it isn’t.
A little background here. A slender delta wing doesn’t stall in the conventional sense, it keeps on producing lift up to amazing angles of attack, but at these high angles of attack, the wing also produces massive amounts of drag. It is this high drag that becomes the limiting factor, because it requires more and more thrust to counter the increasing drag as the aircraft decelerates, if the aircraft is to maintain level flight.
Eventually a speed is reached which requires the maximum available thrust from the engines to counter the drag and maintain level flight. This speed is referred to as the Zero Rate of Climb Speed, VZRC, and is obviously dependent on the number of engines operating. Fewer engines means less available thrust, less drag can be tolerated, which in turn means a higher VZRC.
I don’t know what the VZRC is on take-off with all four engines operating at full re-heated power, other than to say that it is so low that it is not a factor. The three engine VZRC is not calculated because it would be around V1, (roughly 190 kts or 98 m/s) and the aircraft still on the runway.
The two engine VZRC is calculated, the first one that really matters, and at max weight VZRC2e would be around 260 kts or 133m/s.
Once airborne, the minimum speed Concorde is allowed to fly at is called VLA (Lowest Authorised) and at maximum take-off weight that would be around 215 kts or 110 m/s.
Concorde does not cruise at a given altitude, nor does she accelerate in level flight. She cruise climbs, at full cruise power, maintaining Mach 2.0. If a level off is necessary, then an immediate thrust reduction is necessary to avoid accelerating.
In short, as some of your assumptions are invalid, I regret to say I think that trying to calculate some sort of high altitude limit from Concorde’s take off speed, by treating it as a stall speed, is rather futile.
If it helps, Concorde’s limits at altitudes above 41,000 ft are:
MMO: M 2.04
MNO: M 2.00
VMO: 530 kts IAS
ALT: 60,000 ft
VLA: 300 kts IAS
Glad to see your continuing interest though. Someone has got to design the next one!
For the guys who fly Concorde, their ground school is not much longer than 747 training
Let me assure you that your statement is both amusing and wrong.
and I know they merely use tables in manuals to decide what buffet margins are applicable
No, for the reasons discussed above, buffet doesn’t come into it, and there are no tables. If you want to know what margins are available above the stick shaker, then just look at the incidence meter.