Revised FS2K Concorde notes by Paul R. Varn. Latest update May 14th 2000. This update "concjoy2.zip" replaces previous "concjoy1.zip"
Additional improvment notes at the bottom.
These revision files are the result of the original FS2K Concorde and patch1 model being unsuitable for flying. I have modified just about everything from handling to electrical, to fuel distribution. The total fuel load as configured by MS is unchanged.
This model has been extensively tested by over 20 pilots (some critical long-time conc flyers) over hundreds of combined hours and with the 2K patch2 (2nd release.) You can be assured there are no controlability issues with this model to prevent your complete enjoyment.
Two files are supplied and MUST be distributed and installed together for proper operation:
aircraft.cfg
concorde.air
USE THESE FILES AT YOUR OWN RISK AND BACK UP THE ORIGINALS BEFORE REPLACING THESE FILES ON YOUR HARD DRIVE. BOTH FILES GO IN THE ROOT OF YOUR CONCORDE DIRECTORY.
Both of these files have my name in them for identification and
should have matching dates.
What's fixed:
o Low speed turning rate is increased (turns faster.)
o Pitch control is more stable.
o You can now load both middle fuel tanks to full all the time and aircraft will remain in correct COG.
o Range is increased to the proper spec of 4100 miles and includes a 1 hour reserve.
o Corrected pilot's viewpoint and nose/tail scrapes.
o Reduced N2 idle to 61%.
The flight notes below assumes you fly your models in maximum difficulty. In FS2K, move ALL the "Flight Model" sliders all the way to the right and the "General" slider 1 notch from maximum (to permit auto-pumping.)
Notes on how to get maximum range and minimum fuel rates:
Cruise fuel rate will vary widely based on altitude, pressure, air temperature, and wind direction. As a general rule, you can expect close to 32,000 lbs/hour at full fuel load, down to 25,000 lbs/hour near the end of your flight. Average is 26,000 lbs/hr.
Important: Unless you are going 2,000 miles or less, ALWAYS fill both middle (fore and aft) tanks to full.
Take off:
Set pitch trim to one full notch above center. Start with full power until you have stable directional control, then activate the afterburners. Nose will slowly pitch up dramatically during roll. Rotate around 180 knots to +12 degrees at Max Take OFF Weight.
On positive climb of 2,000 ft/min, disengage afterburners, retract gear, and climb to 4,000ft at 220 KIAS. Due to goofy AP configuration, when I engage AP ALT HOLD, I have to hold down the pitch trim UP key until the AP recovers from trying to flatten out the aircraft. I don't know why it does this. I have been able to smooth out this behaviour a little bit, but not elliminate it. Don't engage below 1,000ft or you might land again.
Over 4,000ft accellerate to 250 KIAS. Above 10,000ft, accellerate to 350KIAS and 1500 ft/min climb. Do not use afterburners.
Over land, maintain 32,000 ft or below to keep your speed near M.95.
When over-land restriction ends, climb at 1200ft/min, activate afterburner and accellerate to 400 KIAS. Disengage after-burner at M1.20.
Note: Almost all flight Simulator aircraft have a dramatic increase in air density programmed in between M.90 and M1.2. Above M1.20 the resistance no longer increases at a dramatic rate. This means that normal military power is enough above M1.20 to continue to M2.0. It is important NOT to fly near or at M1 too long. This will drain your fuel quickly.
At M1.50 and above 45,000ft, slowly accellerate to M2.0. Use only normal milirary power at 1,000 ft/min.
Fuel Management (auto-pumping):
When you have traveled 1,000 miles or more, watch your foward middle fuel tank carefully. When it indicates "1.0" place the fuel pump in manual pump AFT position and pump all the remaining fuel from forward middle into aft middle and empty the foward tank. This will cause the COG to shift near the extreme aft and fill the rear tank. Place the fuel pump on MANUAL STOP. Placing the pump in stop will prevent it from pumping the fuel back into the foward tank immediately.
The benefit is it will gain you 300-500 more miles before the GOC lamp comes on. I think the lamp is coded into the gauge. It's no longer needed in this flight model although it can be taken as a reminder you are on the bottom half of your fule tanks. You don't need any fuel in the foward tank during cruise, and it would normaly be lost from being burned. You need this fuel in the rear tank later when the main L+R tanks are not full enough to hold the tail down by themselves.
Near the end of your flight the foward COG warning light will come on.
You can ignore it. Sometime later, the COG light will begin to flash. Uou can alos ignore the flashing as long as you have the proper fuel calculation in loading your aircraft, and you have performed the pumping operation above.
Begin your descent 350 miles or more from your destination depending on altitude. The faster and shorter your descent, the less fuel you will use, and the sooner you will recover COG. Keep your speed near the barbar pole limits. Each time the IAS limit flag gets near your current speed, decellerate 10 more knots using the IAS Auto-Throttle. This technique will make the most of your speed and altitude for best fuel economy. Typical descent rates are around 1,000 fpm to prevent overspeed and stay away from M1 at low altitude as long as possible.
You will notice the COG start to recover as you slow down. You will eventually get it back in balance and start to go rear heavy. At this time, you need to place the fuel pump back in AUTO to pump fuel foward if there is any left in the rear tank. If your rear tank is empty, don't worry. Your main tanks are also probably empty enough to keep the rear from getting too heavy.
When you get near M1.1, decellerate rapidly to M.95. It is important to prevent flying too long around M1 which is maximum air density.
Typically, slowing to 370 KIAS and holding that speed will get you near M.95 and give you a smooth transition at restriction altitudes.
If you follow the above procedures carefully and practice them, you will not have any difficulty maintaining good control and maximum endurance flights.
I worked a bit more on the poor ground wind resistance. The model now is a LOT less bothered by winds on the ground. Tested landing at JFK with reported gusts 15-24 knots. Approach was bouncy but had no problems on the ground. Most wind effect is from the rear. Facing the wind or turning to side has the least problems.
I increased the electrical system margins a bit so losing two engines won't kill your battery right away. If you lose engine and generators, be sure not to run too many systems. Engine starters and fuel pumps (except the transfer pump) are hard-wired to the battery, bypassing the battery switch.
May 14 2000 update:
Addressed many issues I didn't spend time with on 1st update-
1) Inertias were too low for a plane this size. It was bothered too much by "reasonable" winds of 15-17 knots. I increased the inertias considerably. Besides better stability in turbulence, there is greater resistance to wind effects on the ground.
2) The nose visor effects (flaps) had been disabled in several places.
I enabled drag on the nose visor when it is lowered. Not dramatic, just a touch.
3) Further experimentation reveals you can totally ignore the steady and flashing COG light. No matter the position of the COG indicators, there are no control problems. Good fuel management improves range and flight trim though so you should still use recommended techniques. Unlike the original model, the plane doesn't fall out of the sky when the COG light comes on.
4) There is over-all more drag making it easier to do an approach of -1000fpm at low altitude. Decelleration is faster. Prior to this update, there was accelleration when under 10,000ft and -700fpm or more. Fuel endurance and power settings are unaffected.
5) Low speed lift is increased to permit the proper 6-8 degree nose up pitch during landing when below max landing weight.
Note: I consider this update a 50% improvement over the previous. I considered the 1st update a 200% improvment considering the original model hardly even flew. thos e who flew the concjoy1 files will find there is a bit more pitch change resistance so be aware of this when you take off and land. You will need more force to put the nose down on the runway.
