CONCORDE Installation & Handling Notes

[aerofoto - HJG Admin]

HJG CONCORDE INSTALLATION & HANDLING NOTES - SECTION # 1

UPDATED: DECEMBER 14th 2011


HJG CONCORDE PROJECT INFORMATION

We are grateful to Pierre MARCHADIER and Loic DEVISME (FS FRANCE TEAM) for modeling CONCORDE in the form of this "PROJECT MACH 2" (PM2) simulation.

We are additionally grateful to Thomas LO GERFO, Gilles MERCIER, Mike MONCE, Benoit PLAMONDON, and Peter SLATER for their valued contributions to this CONCORDE project .... in the form of negotiation, panel/gauge design work, FDE modification, and audio development .... all of which have resulted in this particular project comming to HJG.

THANK YOU EVERYONE !

This CONCORDE project must be regarded as an "FS FRANCE TEAM" production .... "hosted at HJG by consent".

This CONCORDE project is intended for use with FS9/FS2004 only .... it is not FSX compatible

This CONCORDE project is being released as a "WORK IN PROGRESS" (WIP). A small number of "very minor" maintenance issues do currently exist with this simulation. These are hilited within SECTION 1/2/3 of these notes. These issues "do not" detract from general functionality or overall enjoyment of this simulation. HJG hope to be able to resolve these "minor" issues in the near future.

This CONCORDE project is represented by each of the following elements ....


- Aircraft Base Pack (includes panel/gauges, modules, effects)
- Aircraft Soundpack (temporary version)
- Aircraft Textures


PLEASE NOTE .... with the exception of these "SECTION 1/2/2" notes .... no "ENGLISH" language manual is available for this CONCORDE simulation. All data contained with the Aircraft Base Pack "DOUCUMENTS" folder appears in "FRENCH" language, but, given the fact "aviation" is a mostly "technical language" and essentially relates to "numbers" .... this information should be quite easy to interpret none-the-less.

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


1. CONCORDE AIRCRAFT BASE PACK

1 (only) CONCORDE aircraft base pack is provided and represents the following aircraft configuration ....


CONCORDE 101/102 .... RR/SNECMA OLYMPUS 593 MK 610 afterburning turbojets (38,050 LBS thrust e/a / MGTOW 173.500 LBS)

The "FSFT CONCORDE PM2" Aircraft Base Pack is available from the "CONCORDE" section of the HJG Downloads page.

The CONCORDE Aircraft Base Pack file includes each of the following elements ....


- 3D models with VC panels
- 2D CONCORDE panel (no suitable MACH 2 capable default MSFS panel assignment is available for FS2004) .... complete with its entire gauges suite !
- Default MSFS sound assignment

In addition to the above .... the CONCORDE Aircraft Base Pack file also includes each the following essential elements ....


- Aircraft Effects
- Panel Modules
- Panel Sounds


It is imperative the "content" of each of these 3 these elements is installed strictly in accordance with installation instructions accompanying the Aircraft Base Pack file. "DO NOT" seperate or reassign these files to FS directory folders other than those specified .... or this simulation will not work.

2 3D models are provided in the Aircraft Base Pack file. Both feature VC panels. Only the standard "MODEL" file has been activated. The "MODEL.NO WIPERS" version model has not been thoroughly tested.

The Aircraft Base Pack file (named "FSFT CONCORDE PM2 V1") must be installed inside the FS9/FS2004 [/b]"AIRCRAFT"[/b] folder in accordance with the accompanying installation instructions.


2. PANELS

The 2D CONCORDE panel is included in the Aircraft Base Pack file .... named "FSFT CONCORDE PM2 V1").

The VC CONCORDE panel is incorporated into each of the 2 models provided .... and is accessed from the 2D panel using the "S" keyboard command. Both models feature the same VC panel.

No HJG produced CONCORDE panel is currently available or being planned for future release.

The 2D panel provided with this simulation is not that of the last FSFT release. The original last release FSFT panel version is still analysed. Its future availablity .... as part of this "HJG hosted product" .... is dependent upon necessary renovation work first being completed.

A 2D CONCORDE panel (by Peter SLATER in association with Rob BRENDREGT and Ted THOMPSON) has been imported into this simulation and proven to "work well" with the FSFT CONCORDE model/s, FDE, and the new ("temporary") AEROMUSICA CONCORDE soundpack. This 2D panel works in conjunction with the VC panel for all interior flightdeck views beyond the MAIN panel view.

HJG is grateful to Peter SLATER for his kind "consent" .... allowing HJG to host and possibly even modifiy (in the future) the 2D panel provided.


3. TEXTURES

A selection of 9 realworld and historic airline/operator CONCORDE textures are provided.

All CONCORDE textures are available from the "CONCORDE" section of the HJG Downloads page.

6 of these textures are "new". 3 of the textures provided represent the "original versions" accompanying the last FSFT CONCORDE release .... and will be updated then re-released by HJG in the very near future.

Additional variations of realworld CONCORDE liveries will also be represented by HJG in the very near future. PLEASE DO NOT REQUEST FICTICIOUS LIVERIES. HJG DOES NOT ENTERTAIN REQUESTS FOR ANY FAKE LIVERIES !

Both of the supplied 3D models support any of the 9 textures provided.

All CONCORDE textures must be installed inside the CONCORDE Aircraft Base Pack folder .... in accordance with the accompanying installation instructions. The ADD TO AIRCRAFT data which accompanies each CONCORDE texture must be "copied & pasted" to the space provided near the top of the AIRCRAFT.CFG file .... with the [FLTSIM.XX] data entry, appearing at the top of each ADD TO AIRCRAFT data section, then being edited to read [FLTSIM.0 for the very first texture installment .... with subsequent TEXTURE/ADD TO AIRCRAFT installments then being edited to read in accordance with strict numerical sequencing (1/2/3 etc) .... as per the following CFG specimen ....

[fltsim.0] // Change "xx" to next number in sequence starting from 0
title=BAe/SNIAS Concorde 101 Air France 1977
sim=concorde
model=
panel=
sound=
texture=air_france_1977_101_f-wtsa
checklists=
kb_checklists=Concorde_check
kb_reference=Concorde_ref
kb_notes=Concorde_notes
atc_id=F-WTSA
atc_airline=AIR FRANCE
atc_flight_number=101
atc_heavy=1
atc_parking_codes=AFR
atc_parking_types=GATE,CARGO,RAMP
editable=1
ui_manufacturer=BAe/SNIAS
ui_type=Concorde 101
ui_variation=Air France (1977)
description=Model - FSFrance Team - Pierre Marchadier, Loic Devisme, Pe\nPanel - FS France Team, Peter Slater, Rob Bredregt, Ted Thomson\nTextures - FSFrance Team\nFDE - Pedro Oliveira, Mike Monce\nSound - Mike Hambly, Mark Cranston, Benoit Plamondon

[fltsim.1] // Change "xx" to next number in sequence starting from 0
title=BAe/SNIAS Concorde 101 Air France (PEPSI) 1996
sim=concorde
model=
panel=
sound=
texture=air_france_pepsi_1996_101_f-btsd
checklists=
kb_checklists=Concorde_check
kb_reference=Concorde_ref
kb_notes=Concorde_notes
atc_id=F-BTSD
atc_airline=AIR FRANCE
atc_flight_number=101
atc_heavy=1
atc_parking_codes=AFR
atc_parking_types=GATE,CARGO,RAMP
editable=1
ui_manufacturer=BAe/SNIAS
ui_type=Concorde 101
ui_variation=Air France - PEPSI (1977)
description=Model - FSFrance Team - Pierre Marchadier, Loic Devisme, Pe\nPanel - FS France Team, Peter Slater, Rob Bredregt, Ted Thomson\nTextures - FSFrance Team\nFDE - Pedro Oliveira, Mike Monce\nSound - Mike Hambly, Mark Cranston, Benoit Plamondon

[fltsim.2] // Change "xx" to next number in sequence starting from 0
title=BAe/SNIAS Concorde 101 Air France 2000
sim=concorde
model=
panel=
sound=
texture=air_france_2000_101_f-bvfc
checklists=
kb_checklists=Concorde_check
kb_reference=Concorde_ref
kb_notes=Concorde_notes
atc_id=F-BVFC
atc_airline=AIR FRANCE
atc_flight_number=101
atc_heavy=1
atc_parking_codes=AFR
atc_parking_types=GATE,CARGO,RAMP
editable=1
ui_manufacturer=BAe/SNIAS
ui_type=Concorde 101
ui_variation=Air France (2000)
description=Model - FSFrance Team - Pierre Marchadier, Loic Devisme, Pe\nPanel - FS France Team, Peter Slater, Rob Bredregt, Ted Thomson\nTextures - FSFrance Team\nFDE - Pedro Oliveira, Mike Monce\nSound - Mike Hambly, Mark Cranston, Benoit Plamondon

4. SOUNDPACK

HJG offer 1 (only) CONCORDE soundpack .... by AEROMUSICA.

This soundpack is available on the "CONCORDE" sounds section of the HJG Downloads page.

This soundpack must be installed inside the CONCORDE Aircraft Base Pack folder. It is intended to replace the default MSFS assigned Sound folder and must be Installed in accordance with the accompanying installation instructions.

PLEASE NOTE .... this soundpack is a "TEMPORARY" version only. It has not been produced from actual CONCORDE recordings, but, has been engineered to work well with this CONCORDE simulation resulting in otherwise very appropriate audio

A high-quality custom RR/SNECMA OLYMPUS turbojet soundpack for CONCORDE will be developed by AEROMUSICA especially for use with this simulation .... and will be released in the future.


5. SMOKE & OTHER EFFECTS

Engine smoke and Reheat/Afterburner effects (firworks) are represented in this CONCORDE simulation .... among other effects files.

These are included in the separate "FS9 EFFECTS FOLDER" contained inside the CONCORDE Aircraft Base Pack. Install the entire "content" (only) of this Effects folder inside the FS9/FS2004 "EFFECTS" folder in accordance with the accompanying installation instructions.


I believe this quite adequately covers most of the essential details .... so then .... ANY QUESTIONS ANYONE ?


Mark C
AKL/NZ

[aerofoto - HJG Admin]

HJG CONCORDE INSTALLATION & HANDLING NOTES - SECTION # 2

UPDATED: DECEMBER 14th 2011


Please read all supplied CONCORDE installation instructions thouroghly.

Install each of the required elements "strictly in accordance with the accompaying installation instructions".

"DO NOT" circumvent the recommended installation procedures by assigning any of the supplied elements to MSFS directory folders other than those specified.

Failure to follow the recommended installation procedures "WILL" result in problems.

This CONCORDE simulation is the property of FS FRANCE TEAM and is hosted at HJG by kind "consent".

This CONCORDE project is being released as a "WORK IN PROGRESS" (WIP). A small number of "very minor" maintenance issues do currently exist with this simulation. These are hilited within the "KNOWN ISSUES" section of these notes. These issues "do not" detract from general functionality or the overall enjoyment from using this simulation. HJG hope to be able to resolve these issues in the future.

In addition to the supplied 2D panel .... a fully functional VC panel is represented in this CONCORDE simulation and is accessed from the Main Panel using the "S" keyboard command ....

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


CONCORDE 2D panel by Peter SLATER .... in association with Rob BRENDREGT and Ted THOMPSON



This particular 2D panel is included inside the CONCORDE Aircraft Base Pack.

This particular 2D panel features a standard CONCORDE analogue type instrument configuration..

This particular 2D panel should only be used with the supplied FSFT CONCORDE PM2 Aircraft Base Pack/FDE .... compatibuility with other CONCORDE suimulations for MSFS is not known and cannot be guaranteed.

This particular 2D panel functions perfectly with this simulation .... despite a small number of "very minor" maintenance issues.

This particular 2D panel is very easy to use .... BUT .... the CONCORDE simulation is quite difficult to "fly well" .... at first .... and ntil its flight procedures are properly understood and mastered subject to experience. Beyond this initial learning curve this CONCORDE simulation is "an absolute pleasure to fly" in FS.

This particular 2D panel supports all of the standard MSFS panel features .... so .... a great deal of explanation is not necessary beyond hiliting each of the following basic details ....


KEYBOARD COMMANDS

- SHIFT+2 opens/closes the Center Pedestal sub panel
- SHIFT+3 opens/closes the Fuel sub panel
- SHIFT+4 opens/closes the Overhead Panel
- SHIFT+5 opens/closes the T/O data V-REF sub panel (open by default when the M/P loads into FS)
- SHIFT+6 opens/closes the Radio Stack sub panel.
- SHIFT+7 opens/closes the MSFS Garmin GPS sub panel.


MAIN PANEL FEATURES

- The SUB PANEL SELECTION ICONS are located along the bottom left of the MP.

- The ACCELEROMETER tape gauge is located at the bottom left side of the MP.

- The STANDBY MACH METER is located within the bottom left section of the MP (to the the right of the Accelerometer gauge) .... and is adjusted by mouse clicking the small orange selector knob located at the bottom right of this gauge.

- DME1 is located within the bottom left section of the MP (above the digital "TOTAL HOURS" display) .... and may be cycled between NAV1 and NAV2 by moving its selector switch between "N1" and "N2" positions in order to determine distance from any preset radio navigation aid.

- The PRINCIPLE MACH METER is located within the bottom left section of the MP (to the right of the Stanby Mach meter) .... and is the gauge which should always be referenced in preference to the Standby Mach Meter.

- The ASI gauge is located within the upper left section of the MP (above the Principle Mach Meter gauge). The ASI gauge speed bugs are set "automatically" in accordance with calculated aircraft weight .... with digital V-REF data then being displayed, in green, within the T/O data sub panel which appeasr at the top left of the MP or may be commanded into view using SHIFT 5 keyboard commands. PLEASE NOTE .... T/O data will not be displayed until the nose visor has been extended by 2 or more detentes.

- The SIDE SLIP gauge is located within the bottom center left section of the MP .... below the HSI

- The VSI gauge is located within the upper left center section of the MP .... to the right of the AI gauge.

- The RA gauge is located within the upper center middle section of the MP .... to the right of the VSI tape gauge.

- The ALTIMETER is located within the center left middle section of the MP .... below the RA gauge.

The TCAS gauge is located within the center middle section of the MP (to the right of the Altimeter gauge) .... and is activated using the small rotary knob, located within the bottom middle section of the CP panel .... settting it to its "TEST" position.

- The HYDRAULIC BRAKE PRESSURE gauge is located within the upper middle section of the MP .... above the # 1 engine N2 gauge.

- The TOTAL FUEL QTY gauge (a digital indicator) is located within the upper right middle section of the MP .... above the # 4 engine N2 gauge.

- The NOSE VISOR CONTROL AND INDICATOR gauge is located within the upper right section of the MP (to the right of the digital Total Fuel QTY gauge) .... and has 3 selectable detentes ranging from full retraction, to half deployement, to full deployment/down positions. The small green indicator lamp associated with this gauge confirms the actual selected nose visor detente. The nose visor detente may be adjusted by either mouse clicking on this gauge which then extends/restracts the visor accordingly, but, without any sound, in conjunction the model nose visor animation .... OR .... by using standard MSFS FLAP commands which result in full visor animation with sound, in conjunction the model nose visor animation. The F7 keyboard command deploys the visor in increments .... and the F6 keyboard commands retracts the visor in increments. The F8 keyboard command fully deploys the visor .... and the F5 keyboard comand fully retracts the visor. PLEASE NOTE .... there is no visual nose visor animation represented in this 2D panel. Full visual nose visor animation is represented within the VC panel view only. An incorrectly set Nose Visor postion, prior to comencing T/O, will trigger the "T/O Config" warning alarm during the T/O roll. It will not be possible to silence this alarm until both the landing gear and nose visor have both been fully retracted.

- The COG INDICATOR gauge is located within the lower center middle section of the MP (to the right of the digital Clock and Stop Watch display) .... this gauge must constantly be monitored during flight when fuel QTY is being transferred, as required, between the CENTER 2 and CENTER fuel tanks in order to maintain the indicated COG position between the 2 orange indices. Fuel QTY is transferred between the CENTER2 and CENTER fuel tanks using the "AUTO PUMP" selector switch (located on the FUEL PANEL .... SHIFT 3 keyboard commands .... by setting the selector switch to either "FORE" or "AFT" positions. The digital fuel QTY indication displayed in the CENTER2 and CENTER fuel tank gauges must closely be monitored during fuel transfers along with the displayed COG gauge position. Fuel transfers between each of these tanks can be stopped by selecting the "AUTO PUMP" selector switch to either "STOP" or "AUTO" positions when the COG position has been set within the indicated limits. PLEASE NOTE .... a minor issue has been observed in relation to indicated COG positions. Refer to the "KNOWN ISSUES - COG GAUGE" section of these notes for further information.

- The TRIM SETTING INDICATOR gauge is located at the bottom middle of the MP (below the digital Clock and Stop Watch display) .... and should be set/adjusted using END = Trim Up and HOME = Trim Down (WINDOWS XP) keyboard commands for the best/smoothest Trim response during manual flight control or whenever setting Trim whilst on the ground.

- The ANGLE OF ATTACK gauge is located within the middle right section of the MP .... to the right of the engine # 4 N1 and F/F gauges.

- The LANDING GEAR POSITION indicator lamps are located within the middle right section of the MP .... to the right of the AOA gauge. PLEASE NOTE .... it has been observed that 1 of the 4 display lamps associated with this gauge does not illuminate.

- The FLIGHT CONTROL SURFACES INDICATOR gauge is located within the middle right section of the MP .... below the Landing Gear Position indicator lamps.

- DME2 is located within the bottom right section of the MP (below the Flight Control Surface Indicator gauge) .... and may be cycled between NAV1 and NAV2 by moving its selector switch between "N1" and "N2" positions in order to determine distance from any preset radio navigation aid

- The engine gauge instruments are clustered within 5 rows and loacted within the center right section of the MP. From top to bottom these gauges are represented in the following specific order ....

ROW 1 = engines # 1/2/3/4 N2 guages
ROW 2 = engines # 1/2/3/4 N1 guages
ROW 3 = engines # 1/2/3/4 F/F guages
ROW 4 = engines # 1/2/3/4 EGT guages
ROW 5 = engines # 1/2/3/4 Gas Discharge guages

- The ANUNCIATOR panel is located along the upper most portion of the MP .... above the windshield .... and features individual lamps which illuminate to hilite any of the represented systems which might require attention prior to T/O, inflight, or during landing.


MAIN PANEL - AUTOPILOT FEATURES

- The AUTOPILOT panel is located along most of the upper portion of MP (below the windshield) and features all of the standard MSFS AP functions.

The "AUTO LAND" selector tab is located on the extreme left side of the AP panel.

The NAV1 radio display (only) .... and its selector knobs .... are located on the left section (next to the AT1 switch) of the AP.

The AT master switch (only "AT1" is functional) .... and both IAS HLD and MACH HLD tabs .... along with the IAS airspeed selector knob .... are each located within the middle left section of the AP.

The FD1 switch ("FD2" is non-functional) .... and both HDG and NAV course selector knobs .... along with the HDG HLD tab .... are each located within the center of the AP (to the right of the FD1 switch).

The AP master switch (only "AP1" is functional) .... and secondary HDG and NAV course selectors (both functional) .... are each located within the center right section of the AP.

Both VS and ALTITUDE SELECTORS .... and the ALT HLD tab .... are located on the extreme right side of the AP panel

PLEASE NOTE .... both the "MAX CLIMB" and "MAX CRUS" tabs located within the right middle section of the AP appear to be non-functional


CENTER PEDESTAL SUB PANEL FEATURES

- The TEMPERATURE gauges are located on the upper left section of the CP panel .... and are also duplicated on the upper right section of the CP panel. From top to bottom these gauges display the following temperature indications ....

TOP = Nose Tip Temperature
MIDDLE = OAT
BOTTOM = Deviation From Standard Atmosphere

- The THRUST LEVERS are located within the center section of the CP .... and animate in response to joystick throttle/control device input.

- The AILERON TRIM gauge is located within the center left section of the CP.

- The BRAKE LEVER is located within the center right section of the CP.

- ENGINE REHEAT/AFTERBURNER tabs ("Piano Keys") are located below the Thrust Levers. The RH/AB can be selected on by either manually depressing each of the 4 individual tabs (which illuminate when selected) .... OR .... by setting in excess of N2 96% engine thrust which then activates RH/AB "automatically". 4 green lamps (located above each of the 4 N2 engine gauges on the MP) illuminate (during T/O only) to confirm the RH/AB is activated. RH/AB can be selected "OFF" by manually depressing each of the 4 individual tabs .... BUT .... only when indicated engine thrust has first been retarded to any setting below N2 96%. PLEASE NOTE .... a minor issue has been observed in relation to the RH/AB tabs. Refer to the "KNOWN ISSUES - REHEAT/AFTERBURNER" section of these notes for further information..

- The COM1 RADIO selectors (displaying red digits) are located within the lower left section of the CP .... radio frequencies are set using the right/"STANDBY" box (only) and can then transferred to the left/"ACTIVE" box using the transfer switch located between both boxes. PLEASE NOTE .... a minor issue has been observed in relation to both COM1/COM2 radios. Refer to the "KNOWN ISSUES - COM1/2/NAV1/2 CP RADIOs/RADIO STACK" section of these notes for further information..

- The TCAS selector knob is located within the lower left section of the CP .... the "TEST" position mode is its only selectable detente. PLEASE NOTE .... none of the other modes appearing around this particular rotary switch appear to be selectable.

- The COM2 RADIO selectors (displaying green digits) are located within the lower right section of the CP.


FUEL SUB PANEL FEATURES

- The FUEL QTY gauges are clustered together in the center of the FP. The left gauge represents the LEFT fuel tank. The right gauge represents the RIGHT fuel tank. The top gauge represents the CENTER fuel tank. The bottom gauge represents the CENTER2 fuel tank. Fuel QTY is transferred between both CENTER2 and CENTER fuel tanks using the "AUTO PUMP" selector switch located within the bottom right ection of the FP. Setting the Auto Pump selector to its "FORE" position transfers fuel from the CENTER2 fuel tank to the CENTER fuel tank. Setting the Auto Pump selecto to its "AFT" position transfers fuel from the CENTER fuel tank to the CENTER2 fuel tank. Setting the Auto Pump selector switch to either "STOP" or "AUTO" positions stops any further transfer of fuel between the CENTER2 and CENTER fuel tanks. PLEASE NOTE .... fuel QTY cannot be transferred from either the left or right tanks to the CENTER2 or CENTER fuel tanks.

- A secondary COG INDICATOR gauge is located on the right side of the FP .... and functions in precisely the same manner as that located on the MP. The 2 orange indices indicate the desirable COG limits. The single white bar indicates the actual current COG position. A small red lamp on both the FP and MP COG gauges will constantly "flash" .... and the "CG" lamp on the MP Anunciator will then remain illuminated any time the COG position is outside the indicated limits. PLEASE NOTE .... the COG indication discrepency implicating the MP COG gauge indication affects this particular gaude also to precisely the same extent

- The FUEL CROSS FEED selector switch is located with the centyer of the FP. PLEASE NOTE .... the Fuel Cross Feed selector switch appears to be non-functional.


OVERHEAD SUB PANEL FEATURES

- The NAVIGATION and ANTI-COLLISION LIGHTS switches are located within the top middle section of the OH panel.

- The AVIONICS MASTER switch is located within the upper left side of the OH panel.

- The SEATBELT and NO SMOKING NOTICE switches are located within the upper left side of the OH panel .... to the right of the Avionics Master switch.

- The Landing and TAXI LIGHTS switches are located within the upper right side of the OH panel. PLEASE NOTE .... a minor issue has been observed in relation to ground illumination by both Landing and Taxi lighting. Refer to the "KNOWN ISSUES - GROUND ILLUMINATION/LANDING/TAXI LIGHTS" section of these notes for further information.

- The PITOT HEAT and DEICE switches are are located within the middle right section of the OH panel.

- The ENGINE IGNITION/STARTER switches are located within the lower middle section of the OH panel (above the 4 Generator switches) .... these switches must be selected "ON" for engine startup and do not need being depressed. Engine ignition/startup will occur "automatically" at N2 20%

- The ENGINE/GENERATOR switches are located within the lower middle section of the OH panel .... below the 4 engine ignition/starter switches .... and should each be selecte "ON" after engine startup.

- The BATTERY MASTER switch is located within the bottom left section of the OH panel.

- The 4 large ENGINE AND FIRE WARNING SYSTEM lamps (identified per numbers "!/2/3/4") are located along the lower section of the OH panel .... these lamps illuminate when selected (but do not trigger a fire warning bell/alarm) and result in the respective engine then shutting down when selected. PLEASE NOTE .... these lamps also lluminate whenever a corresponding engine is shutdown.


T/O DATA SUB PANEL FEATURES

- This particular sub panel appears open by default whenever the 2D main panel loads into FS .... and may be closed or reopened, as desired, using SHIFT 5 keyboard commands.

- T/O V-REF data is calculated "automatically" in accordance with actual aircraft weight and then displayed, in green, within the left side of the T/O DATA panel. PLEASE NOTE .... this T/O can only be display this data when the nose visor has been extended by 2 or more detentes.

- A "WEIGHT" warning will display, in red, at the top of the T/O DATA panel whenever the simulation loads into FS in excess of MGTOW.

- A "FLAPS" warning will display, in red, at the bottom of the T/O DATA panel whenever the nose visor "has not" been selected down prior to T/O .... OR .... after T/O once the landing gear is retracted. The nose visor should be deployed/retracted at airspeeds below 250 KIAS. PLEASE NOTE .... the nose vsor animation appears to be tied into the standard MSFS Flap commands

PLEASE NOTE ALSO .... an overweight T/O condition .... OR .... forgetting to deploy the nose visor for T/O .... will trigger the "T/O Config" warning alarm during the T/O roll. It will not be possible to silence this alarm until both the landing gear and nose visor have both been fully retracted.


RADIO STACK SUB PANEL FEATURES

- A secondary RADIO STACK sub panel (default MSFS type) may be opened/closed using SHIFT 6 keyboard commands. From top to botton, this RS features all of the following standard FS COM/NAV functions ....

TOP ROW = COM1/2
2ND ROW = NAV1/2
3RD ROW = TRANSPONDER
4TH ROW = ADF1 (only).

PLEASE NOTE .... a minor issue has been observed in relation to both COM1/COM2/NAV1/NAV2 radios. Refer to the "KNOWN ISSUES - COM1/2/NAV1/2 CP RADIOs/RADIO STACK" section of these notes for further information..


OTHER PANEL FEATURES

The following callouts are activated "automatically" subject to the appropriate event first being recognized by the simulation ....

80 KNOTS
V1
VR
V2
POSITIVE RATE
GEAR UP
400/300/200/100/50/40/30/20/10

- The 2D panel is supported by VC panel side views

- VC panel is accesed from the 2D panel using the "S" keyboard command and features Nose Visor animation ....










6. KNOWN ISSUES

- COG GAUGE. Setting the COG indicator precisely within the displayed gauge limits is not always possible. This does not appear to affect flight performance, but, a substantially AFT COG position may result in premature rotation during T/O and difficulty derotating the simulation in order to land the nose gear during rollout after landing. Both tendancies may be countered by Trim management and/or additional gentle "FORWARD STICK" pressure. Refer to the "BASIC FLYING GUIDE" in "SECTION 3" of these notes for additional information.

- COM1/2 AND NAV1/2 CP RADIOS & RADIO STACK. COM1/2 and NAV1/2. Radio frequencies cannot be entered directly into the "STANDBY" boxes for each. Radio frequencies can only be entered into the left/"ACTIVE" boxes by mouse clicking over the "STANDBY" boxes. Radio frequencies may then be transferred between "ACTIVE/STANDBY" boxes using the transfer switch located between both boxes.

- GROUND ILLUMINATION/LANDING/TAXI LIGHTS. No ground illumination is apparent from either 2D or VC panel viewing modes when the "LANDING" and "TAXI LTS" are selected "ON". This is likely the result of a model/panel related issue which we will not be able to resolve.

- REHEAT/AFTERBURNERS. "N2 96%" should be regarded as the maximum permissable climb/cruise engine thrust setting. Setting in excess of N2 96% will automatically activate RH/AB. It is not possible to cancel RH/AB .... using the 4 RH/AB tabs ("Piano Keys") alone .... if engine thrust has been set in excess of N2 96%. Engine thrust must first be set at N2 96% .... or less (set N2 95% inflight) .... then all 4 RH/AB tabs individually selected "OFF". Refer to the "BASIC FLYING GUIDE" in "SECTION 3" of these notes for additional information.


7. A FEW FINAL WORDS

Both 2D and VC panels provided within this CONCORDE simulation have been carefully checked for functionality prior to uploading.

Other than the reported "minor" issues (see the "KNOWN ISSUES" section of these notes) .... these panela were noted to perform "FINE" or they simply would not ever have been been represented within this simulation and uploaded here.

Despite this and our endeavours to provide the very best classic/historic jetliner "FREEWARE", it is not inconceivable that difficultites might be encountered by some folk .... perhaps due only to the extensive variability among PC systems today rather than end user induced fault. HJG will try and assist troubleshooting any reported issues, but please understand, whatever fault occurs on one PC system might not be universally experienced.


Mark C
AKL/NZ

[aerofoto - HJG Admin]

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