Overspeed warning?

[aerofoto - HJG Admin]

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!

Let's just say .... it must have been a good "LONG" and "VERY FAST" putt ;D

there are long-hitter championships where they do shots around 450 m and more

Sounds like me on the course the other day

I managed to "shock the s#$%" out of everyone else .... and even "SURPRISE" myself too .... quite a few times actually

It's all feet, hands, and posture .... I tell ya

Mark C
AKL/NZ

[Alejandro]

1999 - Sep 21
Spain's Jose Maria Olazabal set a world record for a golf putt during the Concorde flight taking the European Ryder Cup team to the USA on the eve of the tournament. His 150 foot putt down the length of Concorde’s cabin went in the cup first time. With Concorde traveling at 1,270 mph, the ball was actually in motion for 9.232 miles. "On the eve of the Ryder Cup it's great to be involved in a record for golf and for Concorde," said British Airways Captain David Studd who had lent Olazabal his putter. The flight time of 3 hours 6 minutes was also a record for a journey between London and Boston.

[aeromexico - HJG]

Alex, first of all you have to remember one thing too, the CG..., you will not be able to cross Mach 1 unless your CG is in the correct position, or "inside" the limits, usually tank 9 which is the most forward has to be full along with tank 10, which is the one behind it, tank 11 at the back it does not go full but it should have some extra space for pumping, when you start accelerating to Mach 1 your CG will move backwards, which is normal in Concorde usually the CG ranges for Concorde go from 50 to 58, when you de accelerate your CG will move forward again. Usually to accelerate Concorde to supersonic, from what I have seen for myself and if my memory does not fail, crews keep the aircraft close to it's limit without exceeding the barberpole, normally a climb to final flight level might require from 3000 to 5000 ft/min, but this might be different in this simulation, in the real aircraft the "max climb" mode was engaged in the autopilot, and of course to cross Mach 1 the reheat was needed until past 1.50.

[aeromexico - HJG]

Ok, people have a look at this, this might help a lot in how to refuel and load your aircraft.

concorde.docs.free.fr/Pages/ProceduresSolAF/PG-K-46.32/Concorde-Proc46-32-page02.html

[aerofoto - HJG Admin]

normally a climb to final flight level might require from 3000 to 5000 ft/min, but this might be different in this simulation

This CONCORDE simulation will handle a 5000 FPM ROC .... during the very early climb segment, but, a more modest 3000 FPM ROC is recommended .... and which will need to be progressively tapered later during the climb through much higher attitudes and during acceleration mode .... as per my notes and asrepeated "IN BRIEF" as follows ....

CLIMB PROCEDURE & ACCELERATION TO MACH 2 .... IN BRIEF !!!!

3,000 FPM to 10,000 FT .... 310 KIAS target airspeed

3,000 FPM from 10,000 to 30,000 FT .... MACH 0.95 target airspeed

Ignore the IAS indication and concentrate on the IAS indication.

Above 30,000 FT a reduced ROC may be necessary in order to achieve MACH 0.95

At approximately 35,000 the Reheat/Afterburners should be selected "ON" .... accelerate toward MACH 1.70 target airspeed.

Again .... concentrate on the MACH airspeed indication .... and be prepared to slightly adjust reduce/increase ROC, as necessary, in order to achieve MACH 1.70.

Reheat/Afterburners must be selected "OFF" by MACH 1.70/MACH 1.68.

MACH 1.70 should be achieved between 40,000 FT and 45,000 FT .... aided by a ROC reduced to approximately 1,000 FPM .... further reducing to approximately 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 target airspeed.

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

N2 engine thrust indications should remain at between N2 95.4% - N2 96% (the real world value is, I believe, N2 100%) .... and which should be regarded as the "maximum permissible" thrust indication for this simulation, at 50,000 FT without, inadvertently, reactivating Reheat/Afterburners and then risking over speeding.

Acceleration may be allowed to continue to MACH 2.04 target airspeed without any further engine thrust adjustment.

Acceleration during cruise should never exceed MACH 2.05 .... "AT THE VERY MOST"

This procedure "IS" (mostly) consistent with real world CONCORDE procedure .... "in as much as this may be replicated/practiced within FS2004"

The last stages of high altitude climb and acceleration toward MACH 2.0 are actually quite challenging

Another "minor detail" too ....

I presume the manual represented per the above link is the original reference guide provided by FSFT. "IF SO" .... then it may also pay to bear in mind that although the panel version we currently host "IS" based on the FSFT release .... it's not precisely the same version (some references within that manual extract may not relate precisely to the panel version which we offer .... I think I mentioned this within my notes) .... simply because I couldn't get the original FSFT CONCORDE panel production (which does feature selectable MAX CLIMB etc AP modes) to work properly, but, which is something I'm also looking at, as time permits, with a view to, hopefully, re-releasing it later on. The panel version we currently offer "IS" .... none-the-less .... very functional though and works "perfectly fine" with this simulation .... and in accordance with my own manual/notes .... barring those "2 very minor" bugs which I've mentioned within my service notes.

As I keep saying ;D .... the CONCORDE simulation we provide features a panel that's "very easy" to use, but, overall, it's still a "very difficult" simulation to fly "PROPERLY" .... until one develops very good procedural knowledge (which is precisely what my notes/manual are intended to assist with) in regard to how CONCORDE should/needs to be flown within FS.

For the moment .... if one follow the notes which I've provided then one can't possibly/shouldn't ever go wrong

Mark C
AKL/NZ