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Post by boeing707 on Dec 15, 2011 3:21:03 GMT
Ok, is there anyway to silence the overspeed alarm? I would like to be able to fly a supersonic flight without having to listen to that.
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Post by aerofoto - HJG Admin on Dec 15, 2011 6:28:36 GMT
Have you read the manual/online forum service notes regarding the CONCORDE ?  The overspeed warning can't activate .... unless you/personally overspeed the simulation .... exceding the barber pole in either subsonic or supersonic flight. Just S----L----O----W DOWN aulde son ! ;D In the cruise (and when I say cruise I mean very high altitude supersonic flight) CONCORDE should be flown pretty much right on the barber pole. In the lower altitudes it's a completely different story though .... as covered by my manual/handling notes. In very high altitude supersonic flight/cruise .... the overspeed alarm won't activate until just beyond MACH 2.06. You shouldn't be exceeding MACH 2.04 though .... and you shouldn't be anywhere near that sort of velocity until FL500. If you're referring to a constant alarm which may be activated automatically during the T/O roll .... then, once again, this's covered within my manual/handling notes, and will likely be the T/O CONFIG warning being triggured because you're either overweight and/or have failed to set the Nose visor correctly for departure. Eveything happens quickly after T/O. There's a bit to be attended to .... and one needs to be familiar with precisely what procedures are necessary and where everything is in order to be able to perform these smoothly .... OR .... one could very easily end up overspeeding the simulation just after T/O. Gear "UP", Reheat/Afterburners "OFF", and Nose Visor "UP" .... whilst keeping the simulation under control .... should all be accomplished by 250 KIAS after T/O. Do not exceed 310 KIAS below FL100. There's quite a big learning curve associated with mastering how to fly CONCORDE "well" .... and it's probably going to take most a bit of time and practice (and undoubtedly a few crashes too) in order to be able accomplish this. Mark C AKL/NZ |
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Post by hitperson on Dec 15, 2011 10:17:03 GMT
Have you read the manual/online forum service notes regarding the CONCORDE ? The overspeed warning can't activate .... unless you/personally overspeed the simulation .... exceding the barber pole in either subsonic or supersonic flight. Just S----L----O----W DOWN aulde son ! ;D In the cruise (and when I say cruise I mean very high altitude supersonic flight) CONCORDE should be flown pretty much right on the barber pole. In the lower altitudes it's a completely different story though .... as covered by my manual/handling notes. In very high altitude supersonic flight/cruise .... the overspeed alarm won't activate until just beyond MACH 2.06. You shouldn't be exceeding MACH 2.04 though .... and you shouldn't be anywhere near that sort of velocity until FL500. If you're referring to a constant alarm which may be activated automatically during the T/O roll .... then, once again, this's covered within my manual/handling notes, and will likely be the T/O CONFIG warning being triggured because one's either overweight and/or have failed to set the Nose visor correctly for departure. Eveything happens quickly after T/O. There's a bit to be attended to .... and one needs to be familiar with precisely what procedures are necessary and where everything is in order to be able to perform these smoothly .... OR .... one could very easily end up overspeeding the simulation just after T/O. Gear "UP", Reheat/Afterburners "OFF", and Nose Visor "UP" .... whilst still keeping the simulation under control throughout each of these procedures (jumping between sub panels and accessing various tabs etc) should all be accomplished by 250 KIAS after T/O. Do not exceed 310 KIAS below FL100. There's quite a big learning curve associated with mastering how to fly CONCORDE "well" .... and it's probably going to take most a bit of time and practice (and undoubtedly a few crashes too) in order to be able accomplish this. Mark C AKL/NZ first time i did a concorde flight (a different model and a long time ago) was EGLL to KJFK and i ended up having to quit as i ran out of fuel, i found the aircraft put you right on the edge with regard to fuel reserves and economy. |
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Post by aerofoto - HJG Admin on Dec 15, 2011 11:14:36 GMT
As I mentioned within my manual/service notes .... This CONCORDE simulation features a panel that's very easy to use .... BUT .... it's still a very difficult aircraft to fly .... "WELL". "PRACTICE MAKES PERFECT" .... trust me !  Mark C AKL/NZ |
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Post by Dan K. Hansen on Dec 15, 2011 22:30:45 GMT
Flying MACH numbers over 1.0 isn't just a matter of pushing the throttles forward! It has to be buildt up nice and easily and not the least ... slowly! In order not to push you aircraft out of its envelope .... !
You should try to get MACH 3.0 with the SR71 .... that is CERTAINLY not a trivial task! And that's an aircraft carrying only one person (!) ....
The Concorde has the belly full of passengers, and I'm certain no one would like to feel as they were sitting in a F16 pulling around 6 G's ....
So, careful planning is the key-word.... Give your self the pleasure of reading through Marks handling notes ... they are actually very good!
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Post by boeing707 on Dec 15, 2011 22:44:47 GMT
Ah! Okay. I think I'm getting it now. I just passed mach 1 at 325 knots.
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Post by Dan K. Hansen on Dec 15, 2011 22:47:38 GMT
That sounds a bit more like it ... the key is to get altitude and speed to correlate to enjoy the passing of the sound barriere...
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Post by Deleted on Dec 16, 2011 0:20:01 GMT
Looks like that vatsim controllers will have their hands full when they see many many new HJG Concordes zooming across air space:) Aharon |
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Post by aerofoto - HJG Admin on Dec 16, 2011 4:55:07 GMT
So far as I'm aware .... there's no resulting fuel imbalance at (even as a result of fuel burn-off) .... which is what I'd expect to see one wing was misconfigured with more fuel than the other .... and which would also become very apparent both on the ground and inflight. The LEFT and RIGHT tanks each seem to be OK (equal quatities) and which I assume to be wing tanking .... which then leaves just the CENTER2 and CENTER tanks which I assume to be fore and aft tanking and which are, intentionally, of varying capacities. Except for very minor editing which we've applied "CAUTIOUSLY" .... at this stage .... we've not done a heck of a lot of work to this FDE, yet, SO, what everyone's got is "pretty much" what we inherited 2-3 years ago .... extensive commenting out of some data included. We do plan further FDE revisions, but first, we've got to learn more about how CONCORDE flies in FS .... as well as more about the actual aircrafts technical specifications too. It's early days yet ! Mark C AKL/NZ |
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Post by christrott on Dec 16, 2011 4:57:10 GMT
MACH 3.0 with the SR71 .... that is CERTAINLY not a trivial task! And that's an aircraft carrying only one person (!) .... You meant to say two people right? I know a couple of SR-71 RSO's that'd love to remind you they were there too, breaking records just mere milliseconds behind the pilots. |
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Post by Dan K. Hansen on Dec 16, 2011 14:05:07 GMT
Yes of course .... sorry ....
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Post by walterleo on Apr 1, 2012 14:38:45 GMT
We do plan further FDE revisions, but first, we've got to learn more about how CONCORDE flies in FS .... as well as more about the actual aircraft's technical specifications too. It's early days yet ! Mark C AKL/NZ FLYING Magazine April 1985 had a story of their then editor Richard Collins who was invited by British Airways to fly the real Concorde simulator. There he learned that Concorde climb to Mach 2 was done always right on the barber pole, but triggering an overspeedwarning was sanctioned by paying a round of beers afterward. The reason was that Concorde was most efficient flying fast. The max range speed was Mach 2! Kind regards Walter |
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Post by aerofoto - HJG Admin on Apr 1, 2012 21:04:32 GMT
"YES" .... I've heard, or read, that too HOWEVER .... in FS, and with this particular simulation, hugging the barberpole "all the way up to altitude" isn't a particularly good idea .... simply because it's an absolute guarantee of getting oneself into airspeed difficulties later ("RINGING THE BELL" .... and by implication then invoking upon oneself the financial imposition of a "bar shout" afterward) duing the climb. "THIS" isn't really a limitation of the current flight modelling (which is pretty good if all of the recommended proceddures are followed), but rather, it's just a minor limitation (I feel) within FS .... in the way it handles both transition from subsonic to supersonic speed .... and vice versa .... through different levels of altitude. "IF" everyone sticks rigidly (because that's absolutely imperative when flying this simulation) to what I've outlined/recommended within my CONCORDE flying guides .... then they should not/"WILL NOT" encounter any difficulties at all. Thar would probably be about right too .... BUT .... I generally like to sit on MACH 2.04 .... which is probably a bit fast, but still, within the high-speed and high-altitude safety envelope for CONCORDE .... BUT .... that's just "ME" .... because I do like going "BALLS TO THE WALL"   ;D In any case .... I've, currently, only been flying this sucker btween Syndeny/Australia and Auckland/New Zealand and which is a very short route, of about 1hr 20 mins, for CONCORDE .... as opposed to 2 hrs 30 mins for conventional subsonic jetliner types. Mark C AKL/NZ |
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Post by Alejandro on Apr 5, 2012 1:39:35 GMT
About the high speed phisics, on the ground, the flight mechanics panel of the concorde is atached to the rear conckpit panel. In flight at 2.0 mach, you can insert your hand between them due to the heated metal expansion.
The plane expands more than a feet in leght in midflight.
Also, the largest golf launch record was stablished in a Concord, but I can't remember how many miles traveled the ball from rear to front panel.
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Post by walterleo on Apr 5, 2012 14:00:40 GMT
Applying a little math and golf:
lets say Concorde flies 2000 km/h that's 555 m/sec. A tour player shots with the driver around 270 m and the ball flies ca. 5 seconds. If on board Concorde somebody made a chip the ball flew 1 second that's 555 m. Don't think they allowed to smash the ball with the driver inside the cabin (in flight). And for a full golf-swing the roof of the plane is too low!
BUT there are long-hitter championships where they do shots around 450 m and more.
;D
Happy Easter
Walter
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