CONCORDE Installation & Handling Notes

HJG CONCORDE INSTALLATION & HANDLING NOTES # 3

UPDATED: DECEMBER 14th 2011


It is important to appreciate that CONCORDE was a unique aircraft and was not flown like most other conventional high-speed high-altitude long-range jetliners.

Specific flight procedures/techniques were developed especially for CONCORDE operations.

The following recommended procedures/techniques should be noted and applied in order this simulation to perform properly and avoid exceeding its own FS envelope .... or handling difficulties "WILL" result.

PLEASE NOTE .... the following "BASIC FLYING GUIDE/TUTORIAL" represents a combination of actual realworld CONCORDE procedures/techniques along with those which work best for FS enjoyment.

The 2D and VC panels which accompany this CONCORDE simulation are very easy to use, but, this simulation is, by comparison, quite difficult "to fly well" .... at first .... until its natural performance/handling characteristics are understood and and have been properly mastered .... "PRACTICE MAKES PERFECT".

These notes will constantly be revised and updated in the future as is determined necessary.


CONCORDE BASIC FLYING GUIDE/TUTORIAL


PRE-DEPARTURE PREPARATIONS

This CONCORDE simulation will, by default, load into FS both overweight and out of trim .... prior to fuel and/or payload adjustment.

Accelerating for T/O .... "OVERWEIGHT" .... will trigger the "T/O CONFIG WARNING/ALARM". This alert activates "automatically" from approximately 80 KTS and will continue until both the landing gear and nose visor have both been fully retracted.

This alarm cannot be cancelled.

This alarm is simply advising that the simulation has been improperly configured for departure.

To set this CONCORDE simulation within its certified MGTOW and COG limits the following procedures must be applied ....

Having selected CONCORDE from the MSFS Aircraft Selection Menu .... open the MSFS FUEL/PAYLOAD adjustment page using the AIRCRAFT/PAYLOAD & FUEL/CHANGE FUEL/CHANGE PAYLOAD menu.

Adjust either fuel, or payload, or both in order to realize a lower indicated GW loading.

If desired .... fuel QTY (only) may be reduced and without any payload adjustment .... as follows ....

LEFT TANK = 100%
CENTER TANK = 67%
RIGHT TANK = 100%
CENTER2 TANK = 100%

The above fuel (only) adjustment will result in a 27 LB overload .... but .... also result in a substantially "AFT" COG indication being displayed in each of the 2 COG gauges.

Additional reduction of "AFT"/CENTER fuel tank QTY will further reduce the simulations GW .... below the specified MGTOW .... BUT .... have little or no effect upon the indicated COG gauge indication.

Adjustment to the "AFT" payload configuration in attempt to resolve these COG gauge discrepencies also results little or no effect upon the indicated COG gauge indication..

Transferring fuel QTY (weight) from the CENTER 2 fuel tank to the CENTER fuel tank "does" assist resolving any displayed COG position discrepency .... "to some extent" .... though not completly .... BUT .... is the most effective option in terms of a partial resolution to any displayed COG position discrepency.

Fuel transfer is effected by using the FUEL PUMP selector switch on the FUEL panel per the following procedure ....

Set the FUEL PUMP selector switch its "FORE" position.

Fuel QTY will then be transferred automatically from the bottom/CENTER 2 fuel tank to the top/CENTER fuel tank.

The digital fuel QTY indicator within the top/"CENTER" fuel tank will be observed to slowly increase .... whilst the digital fuel QTY indicator within the bottom/"CENTER2" fuel tank will be observed to slowly decrease. Both gauges must be monitored during this process which takes several minutes to complete.

During this fuel transfer process .... the white indicator bar appearing in both COG gauges will slowly rise toward the "FWD" and "AFT" limits indicated by the pair of 2 orange indices appearing within the each of the 2 COG gauges.

Whenever the COG position is determined to out of limits the "CG" warning lamp on the MAIN panel Anunciator will remain illuminated, in red, and the small red indicator lamp on both COG guages will illuminate .... and then "blink" continously .... until the white COG indicator has been set within both of the orange COG gauge indices.

Once the COG position has been correctly set the red Anunciator "CG" lamp .... and both red COG gauge lamps .... will also extinguish automatically.

The COG gauges must be constantly be monitored .... and fine adjustments made .... prior to T/O, and during climb, cruise, descent, and for landing .... in order to ensure the displayed COG position remains set within indicated limits.

Setting the FUEL PUMP selector switch to either "STOP" or "AUTO" positions will immediately suspend the transfer of further fuel QTY (weight) between either the "CENTER2" or "CENTER" fuel tanks.

A correct COG position will assist preventing the simulation from rotating prematurely during T/O .... as well as assisting derotation during rollout after landing.

PLEASE NOTE .... as stated within the "SECTION 2" notes for this CONCORDE simulation ....

A known discrepency exists in regard to COG indications. Even when the bottom/"CENTER2" tank is "completely empty" .... the COG gauge may still display an "AFT" COG indication, but, an attempt should be made to correctly set the COG positon regardless. T/O and landing trim settings may be adjusted in order to compensate for any possible effects of this discrepency in the form of .... (1) applying a lesser degree of T/O Trim setting prior to T/O in order to avoid any possible premature rotation .... AND .... (2) applying gentle "FORWARD STICK" pressure during roll out after landing in order to land the nose gear on the RWY surface during derotation after landing. This COG related discrepency is the only known "major issue" associated this CONCORDE simulation, but, does not detract from its enjoyment. It is hoped that this particular issue "MIGHT" be properly resolved in the future


ENGINE STARTUP

By default CONCORDE loads into FS with all 4 engines running.

Select CNTRL+SHIFT+F1 keyboard commands in order to shutdown all 4 engines "together" .... OR .... open the OH sub panel (SHIFT+2 keyboard commands) and select all 4 fuel engine ignition switches (located above the 4 Generator switches) to their up/"OFF" positions in order to shutdown all 4 engines "individually".

Prior to engine startup ensure the follwing ....

- Set brakes to "ON".

Go to the CENTER PEDESTRALL panel ....

- Set COM/NAV/ADF radio frequencies .... as required

Do to the AUTOPILOT panel ....

- Set NAV/HDG instruments as required .... then confirm the selected course and heading with those displayed by the MAIN panel HSI.

Go to the OVERHEAD panel ....

- Select both NAV and BEACON/ANTI COLLISION lights switches to "ON

- Select both SEAT BELT and NO SMOKING signs "ON"

- Check that all 4 STARTER/IGNITION swtches are set to "OFF"

Go to the CENTER PEDESTALL panel ....

- Check the thrust levers are fully closed

Go to the FUEL panel ....

- Check the fuel system is properly configured

- Check that the COG gauge indicator is set .... as "close as possible" to within the indicated limits .... then verify that this indication agrees with with that displayed by the MAIN panel COG gauge also .... then confirm the "CG" indicator lamp on the Anunciator panel as well as the LED lamp on both COG gauges are each extinguisged.

Go to the OVERHEAD panel ....

- Select the engine # 4 starter/ignition switch "ON" .... the # 4 engine will then be heard to spool up in response to this action with ignition occurring "automatically" at N2 20%.

- Select the Generator # 4 switche to "ON" after engine startup

REPEAT THIS SAME PROCEDURE TO START EACH OF THE REMAINING 3 ENGINES .... in the order of # 1, #2, and #3 engines .... though these engines may be started in any particular order.

- Select the Pitot Heat and Deice switches to "ON"

Release the Brakes and push-back from the gate .... and then lock the Brakes "ON" at the conclusion of push-back once positioned on the apron and away from the airport terminal area.


AFTER ENGINE STARTUP

Go to the AUTOPILOT panel ....

- Set both target altitide and ROC values .... typically these should display "10,000" FT and "3,000" FPM respectively

- Set an AT speed value of "310" KTS .... "do not" activate the AT system

Go to the MAIN panel ....

- Select Trim setting .... no more than a "+1.5" indication when heavy or a "+1" indication if relatively light.

- Deploy the nose visor .... "down 2 detentes" (approximately 5 degrees)

Go to the OVERHEAD panel ....

- Select Taxi Lights "ON"


TAXIING

Go to the CENTER PEDESTRALL panel ....

- Release Brakes .... increase engine thrust (to approximately N1 45%) in order to commence taxiing .... and maintain a taxi speed of no more than 20 KTS - 25 KTS .... and be prepared to further adjust engine thrust in order to control taxiing speed.

- Enter the RWY .... line-up on the threshold/centerline .... and lock the Brakes "ON"

Go to the OVERHEAD panel ....

- Select Landing Lights (and any other remaining lighting and anti-icing switches not yet activated) "ON".


TAKE OFF PROCEDURE

Go to the CENTER PEDESTRALL panel ....

- Apply "MAXIMUM POWER" .... release the Brakes as the N2 engine gauge indications pass through N2 90%

- Confirm all 4 Reheat/Afterburner lamps have illuminated.
"
On the ground Reheat/Afterburner activates "automatically at approximately N2 100%. PLEASE NOTE .... for non-Reheat/Afterburner assisted departure T/O power should be restricted to approximately N2 97% - N2 98%

- Accelerate for T/O ....

"80 KNOTS" .... will be called "automatically".

"V1" .... will be called "automatically".

"VR" .... will be called "automatically" .... and is normally calculated for speeds of between approximately 175 KIAS - 185 KIAS .... depending on weight

- Commence a slow and steady rotation when commanded by the automatic "VR" T/O callout

"V2" .... will be called "automatically" .... and is normally calculated for speeds of between approximately 195 KIAS - 205 KIAS .... depending on weight.


AFTER TAKE OFF

Once airborne .... "BE READY" .... because "EVERYTHING" happens quickly.

The following procedures must be understood beforehand and need to be implimented almost as soon as the simulation becomes airborne. Panel familiarity and "staying ahead of the simulation" is absolutely essential. Perfecting these procedures is "an art". It is not easy .... "at first" .... perfection requires "practice".

- Fly RWY heading after T/O

- Establish an approximately 15* degree nose up pitch attitude

- Select the landing rear "UP" in response to the automatic "POSITIVE RATE/GEAR UP" callout .... or as soon as as the VSI gauge indicates a 3,000 FPM ROC

- Reduce engine thrust to approximately N2 90% (or N1 80%) immediately after the landing gear has been retracted (noise abatement procedure) .... "3/2/1/NOISE"

- Select the nose Visor "UP"

Go to the CENTER PEDESTRALL panel ....

- Select all 4 Reheat/Afterburner tabs "OFF" .... if used at all.

- Do not exceed "310 KIAS".

Failure to select Reheat/Afterburners "OFF" after T/O will result in excessive acceleration .... beyond 310 KIAS .... and must be avoided.

Failure to select the nose visor "UP" after T/O will result in an inability to accelerate properly .... toward 310 KIAS .... and which must be avoided.

Go to the MAIN panel ....

- Select the AP "ON"

- Select the AP "ALT" tab "ON" .... with slowly increasing airspeed the nose pitch attitude, during climb, should begin to reduce to approximately 10* degrees

- Select the AP "HDG HLD" tab "ON"

- Maintain "3,000" FPM ROC and "310 KIAS" toward the target altitude of "10,000 FT"


CLIMB

Do not exceed "310 KTS" below 10,000 FT (this is a typical ATC speed restriction for CONCORDE and not a structural limitation).

The AT may be activated at this point .... but .... it is far better/easier to adjust engine thrust manually throughout the entire climb toward cruising altitude in order to maintain absolute control over engine power and therefore achieve target airspeed with relative ease.

Constant "minor" engine thrust adjustments .... of between N2 90% - N2 92% .... will be rerquired in order to maintain "310 KTS" at "3,000 FPM climbing toward the initial target altitude of "10,000 FT".

Before passing 10,000 FT .... reset the target altitude value for 30,000 FT.

Passing 10,000 FT .... the airspeed may to be allowed increase, slowly, toward MACH 0.95, but, a 3,000 FPM ROC should be maintained .... increase engine thrust to no more than N2 94% and be prepared to readjust it accordingly in order to control the acceleration rate.

Further "minor" and constant engine thrust adjustments .... between N2 92% - N2 94% (do not exceed N2 95% and do not activate Reheat/Afterburners at this stage) will be required in order to accelerate toward MACH 0.95 at "3,000 FPM and toward the secondary target altitude of "30,000 FT".

Do not exceed MACH 0.95 during climb or below 35,000 FT.

CONCORDE has a speed restriction of MACH 0.95 whenever overflying populated land masses.

Monitor the COG gauge throuhout climb to cruising altitude and be prepared to transfer fuel between both CENTER2 and CENTER fuel tanks in order maintain the COG postion within indicated limits. PLEASE NOTE .... setting and maintaining the COG within indicated limits during climb should not be a problem, but, will require constant adjustment with fuel burn-off

Beyond 20,000 FT .... and during continued acceleration toward MACH 0.95 .... the MACH meter barber pole will be observed to advance steadily ahead of the actual indicated MACH speed indication .... ignore this !

Do not, at this stage, be tempted to further increase engine thrust, or reduce the ROC to gain airspeed, in order to chase/catch up with the MACH meter barber pole indication.

Continue climbing steadily/normally at 3,000 FPM .... and accelerating slowly toward MACH 0.95.

Do not exceed N2 95% engine thrust during climb or this will cause Reheat/Afterburners to be activated both "automatically" and prematurely.

Do not use Reaheat/Afterburners below 35,000 FT.

Continue climbing and accelerating comfortably.

It "MAY" be necessary to slightly adjust ROC to less than 3,000 FPM "somewhere beyond 30,000 FT" in order to continue accelerating toward MACH 0.95 at a very modest rate.


CLIMB & ACCELERATION TO SUPERSONIC SPEED

"THIS IS WHERE EVERYTHING STARTS TO BECOME EVEN MORE DIFFICULT".

Good planning .... as well as practice and experience .... are crucial to be able to succcessfully perform the following phase of CONCORDE flight without overspeeding the simulation.

"IT IS NOT EASY" .... and requires both skill and concentration.

Beyond 35,000 FT acceleration toward MACH 1.70 may be commenced.

Open the CENTER PEDESTALL ....

- Select all 4 Reheat/AB tabs "ON"

- Ensure the thrust levers are set to their maximum detente .... this action may only result in an N2 97% - N2 98 % engine thrust gauge indications.

Continue climbing at approximately 3,000 FPM .... but .... be prepared to reduce or increase the ROC in favour of sensible acceleration toward MACH 1.70 .... but again .... do not be tempted to suddenly chase/catch up with the MACH meter barber pole indication .... allow acceleration to continue slowly and regardless of the fact the MACH meter barber pole indication may still appear well in advance of the actual indicated MACH velocity.

"Somewhere beyond 35,000 FT" the MACH acceleration rate may be seen to reduce considerably .... but .... should not be of concern .... it will recover.

Continue climbing normally.

Reheat/Afterburners should not be used beyond MACH 1.70.

Approaching MACH 1.68 to MACH 1.70 .... cancel Reheat/Afterburners by selecting all 4 tabs "OFF" .... it may be necessary to ensure the engine thrust levers are first retarded "very slightly" .... to reflect engine thrust indication of no more than N2 95% - N2 96% power .... in order to prevent Reheat/Afterburners being automatically reactivated.

MACh 1.70 should be acquired "somewhere between 40,000 and 45,000 FT" .... without exceeding the MACH meter barber pole indication .... and provided the ROC has been sensibly controlled.

Upon cancelling Reheat/Afterburners .... it will be necessary to reduce the ROC to 1,000 FPM from approximately 44,000 FT .... further reducing to 500 FPM from 46,000 FT .... then 200 FPM from 48,000 FT .... in order to ensure continued slow/controlled acceleration toward MACH 2.00.


SUPERSONIC CRUISE

MACH 2.00 and level cruise should be acquired by 50,000 FT.

N2 engine thrust indications should remain between N2 95.4% - N2 96% .... this should be regarded as the maximum permissable thrust indication for this simulation, at altitude, and without inadvertently reactivating Reheat/Afterburners and risking overspeeding.

Reheat/Afterburners must remain "OFF" during the remainder of high altitude supersonic flight.

Level cruise may be sustained at 50,000 FT .... during which acceleration may be allowed to continue toward MACH 2.04 without any further engine thrust adjustments whatsoever.

Acceleration during cruise should not exceed MACH 2.05.

It should not be necessary to use the AT system to achieve or maintain a MACH 2.05 cruise velocity .... engine thrust should be set, and then manually adjusted, with ease.

An "OVERSPEED" warning will activate "automatically" just beyond MACH 2.06 .... "the absolute maximum high altitude high speed velocity" at 50.000 FT.

Climb may be continued toward either 55,000 FT .... or even 60,000 FT .... if desired .... but .... should not exceed a maximum 200 FPM ROC.

If desired .... a 100 FPM maximum ROC may be commanded beyond 50,000 FT and toward 55,000 FT .... or 60,000 FT .... in order to aviod exceeding MACH 2.05 velocity .... and to also simulate an "upwards drift effect" in response to fuel burn off.

60,000 FT should be considered the maximunm sensible cieling for this simulation.

Monitor the Nose Tip temperature using the Temperature gauge on the CP panel. PLEASE NOTE .... the Nose Tip temperature on CONCORDE should never be allowed exceed 170*C. Reduce speed immediately should the Nose Tip temperature increase further

Monitor the COG gauge throuhout cruise and be prepared to transfer fuel between both CENTER2 and CENTER fuel tanks in order maintain the COG postion within indicated limits. PLEASE NOTE .... setting and maintaining the COG within indicated limits during cruise is not a problem, but, will require constant adjustment with fuel burn-off


DESCENT & DESCELERATION

Desceleration an descent from high altitude and supersonic cruise requires further skill and adherence to the following recommended procedures .... or problems "WILL" result.

Desceleration and descent must be commenced at approximately 100 miles "prior landfall" .... or some 180 miles (+) from any destination airport.

Prior to commencing descent .... engine thrust must be reduced to less than N2 85% in order to descelerate below 350 KIAS.

"DO NOT EVER" commence any descent at airspeeds in excess of 350 KIAS.

Upon commencing decent .... at 350 KTS or less .... "DO NOT EVER" exceed a maximum 2,000 FPM ROD

Failure to apply these basic airspeed and ROD descent protocols will cause this simulation exceed its own FS flight envelope to result in overly accelerated and virtually uncontrolable acceleration when transitioning into lower altitudes .... rendering approaches to landing practically impossible. PLEASE NOTE .... this is likely the result of an FS limitation associated with transition from supersonic to subsonic flight and should not be regarded a problem with this CONCORDE simulation. Provided the recomended desceleration/descent/and approach to landing procedures are all rigidly followed .... "NO PROBLEMS AT ALL WILL RESULT".

Monitor the COG gauge throuhout descent and be prepared to continue transferring fuel between both CENTER2 and CENTER fuel tanks in order maintain the COG postion "as near as possible" within the indicated limits. PLEASE NOTE .... during descent it may not be possible to propely align the COG indicator within indicated limits on the COG gauge. This is a minor COG gauge issue.

Adjust engine power to maintain no more than 350 KIAS during descent towards 35000 FT.

This simulation should be at subsonic velocity by 30,000 FT .... or problems may result later.

Further reduce engine power, and adjust ROD, in order to ensure no more than 310 KIAS below 30,000 FT .... and which should remain the target airspeed until below 10,000 FT.

Further reduce engine power to ensure an airspeed of no more than 250 KIAS by 5,000 FT .... or when entering the traffic pattern during approach to landing at any destination airport.


APPROACH/LANDING

Landings should never be performed with in excess of 25% total fuel remaining.

The traffic pattern and downwind legue of any approach to landing should be commenced by approximately 5000 FT .... and be flown at an initial airspeed of not in excess of 250 KIAS .... reducing to 200 KIAS

The nose visor should be deployed incrementally during the downwind sector of any approach to landing .... 1 dentente "down" at 250 KIAS .... and 2 detentes "down" by 210 KIAS.

A long downwind sector .... followed by a wide base legue of at least 10 miles .... to result in a long final approach to landing of some 20 DME from any RWY threshold .... is advantageous in the interest of assisting both manouvering and airspeed control during any final approach to landing.

The turn to base legue .... prior to intercepting the ILS .... to commence any final approach to landing .... should be flown at approximately 200 KTS .... reducing to 180 KTS .... and the nose visor should have been deployed to its 2nd detente (only) by this stage of any approach to landing.

The ILS should be intercepted at an airspeed not in excess of 180 KIAS .... reducing to 165 KIAS - 160 KIAS once established on the ILS.

CONCORDE flies the approaches to landing with a high nose up pitch attitude .... approaching some 9* - 10* degrees.

In 2D panel viewing mode .... this naturally high AOA might result in reduced forward visiblilty in proportion to approach airspeed.

Insufficient airspeed during any approach to landing will cause the nose to drift high .... to the extent of obstructing RWY visibilty and possibly inducing an almost negative ROD .... or even an unrecoverable stall should airspeed ever be allowed deteriorate excessively.

Excessive airspeed during any approach to landing will cause the nose to drift down .... to the extent of causing the both the approach airspeed and ROD to increase rendering a normal/safe landing risky/impossible.

RWY visibility (in 2D panel view) may be improved during any appoach to landing by raising the FS seat elevation .... using SHIFT+ENTER and SHIFT+BACKSPACE keyboard commands .... as required .... though no more than 1 increment of either command is recommended.

RWY visibility in VC panel viewing mode "IS NOT" ever a problem,

The landing gear should be extended .... and the nose visor deployed to its 3rd/ maximum detente by approximately 15 DME from any RWY threshold .... with engine power constantly being adjusted in order to maintain a 155 KIAS - 150 KIAS airspeed throughout the final 10 DME of any approach to landing.

Altitude callouts will commence "automatically" from 400 FT .... and be called in increments of 100 FT between 400 FT and 100 FT of altitude .... then called in increments of 10 FT between 50FT and 10FT of altitude.

The AT system may be used during any approach to landing, but, should be disconnected .... along with the AP .... by the "400" FT GPWS altitude callout .... and the approach to any landing then flown manually.

At approximately 50 FT above the RWY the thrust levers should be set to their full idle detente .... and the ROD descent then reduced to less than 100 FPM .... in order to "feel for the RWY".

Upon ground contact .... a combination of both forward Trim and/or "FORWARD STICK" pressure may be required in order to gently "land the nose gear". PLEASE NOTE .... this minor issue may be inherent from the "AFT" COG indication discrepency

Reverse thrust should be applied F2 keyboard command .... "only when all 3 landing gear have settled on the RWY".

Reverse thrust should be cancelled by 60 KTS. PLEASE NOTE .... if using the "temporary" AEROMUSiCA CONCORDE soundpack, reverse thrust audio has been compiled to ensure playback from a sensible landing speed and down to less than 80 KIAS, before fading out automatically. SHIFT F1 or SHIFT F3 keyboard commands must still need being applied in order to cancel reverse thrust completly to avoid audio looping.

The nose visor should remain fully deployed whilst taxiing toward the terminal/gate .... and be retracted fully upon arrival at the gate once the brakes are locked "ON" and prior to the engines being shutdown.


"On behalf of the FS FRANCE TEAM and the HISTORIC JETLINERS GROUP .... we trust you have enjoyed your very first supersonic/CONCORDE flight !"


Mark C
AKL/NZ