FS2002K Concorde notes by Paul R. Varn.
Latest update Aug, 10th 2002.
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.
This model has been extensively tested by several
experienced FS pilots who also flew the plane in FS2000.
Two dynamics 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.
This distribution expects the Concorde to be fully installed in 2002.
If not, perform the following:
Copy the FS2000/AIRCRAFT/CONCORDE folder into 20002/aircraft.
Open the original 2000/AIRCRAFT/CONCORDE/PANEL/panel.cfg file in
Notepad and inspect each of the "panel" sections.
Copy all the gauges described from FS2000 GAUGES directory to FS2002
GAUGES directory. Do not overwite 20002 gauges.
Note: All gauges with "Concorde!Gauge_name" are contained in one
gauge named "Concorde.gau"
If you have 20002 pro, open the Concorde aircraft in FSEDIT
and enter the following data:
TITLE: "Concorde G"
Manufacturer: "BA Concorde"
Type: "Concorde"
Variation: "Brittish Airways"
Save the edits BUT MAKE NO OTHER CHANGES.
Exit FSEdit.
If you already have the Concorde installed, simply copy the aircraft.cfg
and concorde.air files in this archive into your fs2002/aircraft/concorde
directory. The fx files go in your fs2002/fx folder. These files
will only provide accurate effects and dynamics using the ORIGINAL
FS2000 Microsoft Concorde ported to FS2002. All other attempts to
mix and match with other models will fail to capture the intent
of this distribution.
NEW: The smoke effects have been enhanced to provide dramatic
turbulence effects during approach and landing.
MTOW (Gross Weight): 407,154lbs
MLW: 244,486 lbs (80,207lbs, 36,532kg)
Max fuel: 208,079lbs
Min runway length: 6,562ft
Min Authorized Speed: 250KIAS (15-32,000ft)
Min Safe Level speed (approach): 230KIAS
Normal Threshold Speed: 160KIAS
V1: 120-190 KIAS
VR: 135-205 KIAS
V2: 175-225 KIAS
VRef: 150-162 KIAS
Max TOT (Tip temperature): 127 degrees C
Max Gear Extend speed (enforced in model): 270KIAS
Max Nose extend Speed (enforced in model): 325KIAS
Engines: RollspRoyce Olympus
Thrust (STSL): 38,050lbs W/AB
AB Thrust: 20% of total
Thrust at 10,000ft: 31,000lbs
Thrust at Cruise (no AB): 14,220lbs
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 your flight is 2,000 miles or less, ALWAYS fill
both middle (fore and aft) tanks to full.
Take off:
Set pitch trim to center. Start with full power
until you have stable directional control, then activate the
afterburners (shift-F4.) Nose will slowly pitch up dramatically
during roll.
Rotate around 180 knots to +12 degrees at Max Take OFF Weight.
DO NOT EXCEDE 15 degrees!
On positive climb of 2,000 ft/min, disengage afterburners, retract
gear, and climb to 4,000ft at 250 KIAS.
Above 10,000ft, accellerate to 350KIAS and 1500 ft/min climb.
Do not use afterburners.
Over land, maintain 35,000 ft or below to keep your speed less
than Mach 0.98.
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 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 reduce your fuel range.
At M1.50 and above 45,000ft, slowly accellerate to M2.1 using
normal power decreasing climb rate to maintain 92% N1 or less.
FUEL MANAGEMENT and CRUISE (auto-pumping):
On short flights (1500 miles or less) no fuel management is required.
When traveling near maximum range the following is required:
When you have traveled 1,000 miles or more, watch your foward middle
fuel tank carefully. When it indicates "1.8" place the fuel pump in
manual pump AFT position and pump all the remaining fuel from forward
middle into aft middle and empty the forward tank. This will cause
the COG to shift near the extreme aft.
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 fuel 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. If you prefer manual pumping, do not use the AUTO
position.
Descent:
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.
You can also 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 barber 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.
Stay away from M1 at low altitude (fly faster or slower) 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.
Approach:
Within 20 miles of runway you should be at minimum safe level
speed of 230KIAS. At 8 miles from threshold, slow rapidly to
160KIAS (normal landing weight) with gear down and nose fully deployed.
At normal landing weight, AOA indicator should be +6 degrees. Adjust
speed as necessary to hold this angle.
If you follow the above procedures carefully and practice them, you
will not have any difficulty maintaining good control and maximum
endurance flights.
Speed limits for nose/visor and flaps are enforced. DO NOT EXCEDE!
Electrical system has been defined. You should not have trouble with
battery or generators if you use common sense.
September 2001:
1) I found very detailed drawings and descriptions for the Concorde fuel
tanks and made a number of improvments. Tanks are now located and filled
exactly as they are in the real world with improved balance and performance.
2) I also found DETAILED engine performance data so N1/N2 ratios, AB thrust,
and temperature performance match real world data exactly. This makes the
engines much more realistic.
3) Nose/visor lowering has additional drag.
