Hahaha, we were wondering how long it would take for someone to figure that out and post it after launch.
Gonna wait until someone actually records a realistic-ish egll-kjfk and shows that the aircraft can do it reliably.
I’m a nosy so-and-so. I gotta poke my nose in every nook and cranny I can find. Been over every instrument and panel whilst consulting the manual and had some fun with raising and lowering the nose and now to learn how to turn the engines on!
I couldn’t start the engines using the in-game checklist. I’m sure I missed something somewhere. I’d keep trying if I didn’t have to start work soon. It’s gonna be a long day!
anyone can get a comprehensive startup guide? I just tried following the checklist and some kind of weird horns just comes up… also, is there kind of master warning off switch as what is in an A320? say when I overheated the engines I know I should cool it down, but is there a switch where I can turn off the annoying siren during the process?
Gonna try to help you in that regard.
- GRD POWER ON:
- CONNECT BATERIES:
- SET EPU ON (and control always this switch is on in all the proccess):
- BLEED AIR VALVES ON:
- FUEL LOW PRESSURES ON (CrossFeed Valves On):
- SET UP STARTERS ON (One By one):
That’s all. Once all engines were running at idle, set EPU to off.
so basically do all this and then good to go as in start on runway. thanks!
hum~ sorry for one more question, I set up a custom camera to make the window and the main gauges can be see. then the pilot just renders partially and have his hand appears ghostly. is that all I have to do is change in the camera.cfg to have the line “NodesToHide=“PILOT_VISIBLE””?
I always wait for Drawyah’s tutorial videos before buying a new plane
yes, whenever you were going to create a custom camera in which you do not want the pilot to be seen, you must deactivate the pilot node, which is “PILOT_VISIBLE”
So where are we doing the Concorde meetup tonight?
great, reading about the manual and try and error, it seems that after engaging the AP I need to choose INS switch in the autopilot AFCS panel to have it in automatic LNAV, and “ALT ACS” switch for it to follow the selected altitude. I read in the manual that in Mach hold auto throttle I should set the correct target mach speed, is that the one right below the FMC?
and another dumb question here… for the artificial horizon, if I understand correctly, the yellow line in the middle is my plane’s atitude, buf for the FD “cross”, I found that while the AP in INS mode follows the vertical line, but the horizontal line is always like ~10 degrees above the indicated aircraft pitch, since I was only used to the A320 style FD where I am supposed to point the aircraft attitude at exactly the cross indicated in the FD, is ther e something I have done wrong? or it is how the concorde should be
Yes and no. Let’s expand this a bit.
INS is LNAV basically if you are following a gps route (but works also as VOR NAV because of MSFS behavior if you are in RAD mode). When enganging AP, the primary AP vertical mode is PITCH HOLD unless you set ALT HOLD (or your current altitude match the target altitude), or VERT SPEED previously.
ALT ACQ will aim to reach the altitude preselected through the alt rotary selector, once concorde reach the target altitude, ALT ACQ auto dissengages and AFCS set ALT HOLD. Don’t try to set an altitude and hope ALT HOLD reach it because it will only hold the current altitude.
The same behaviour for IAS: IAS HOLD, hold current airspeed, when MACH HOLD will do for mach. IAS ACQ for selected IAS and once is reached, it swaps to IAS HOLD. MACH HOLD doesn’t work with IAS ACQ.
The middle yellow line is your plane’s “aTTitude” not altitude, and the flight director horizontal line should varies according the target, so not neccesarilly should match the attitude line.
I have missed some advanced aerobatic maneuvers worthy of your skills like Cuban Eight, some Hammerheads or an immelman even to mention someof them . but I’m sure I’m going to love what I see tomorrow. thanks for the advance!
so let’s see if I understand it correctly: in INS mode I would be going LNAV, and if the switch is in RAD mode it will follow the VOR beacon if the frequency is set.
PITCH HOLD is the mode where my current pitch is at, say before engaging AP I am climbing at 4000 ft per min, engaging the PITCH HOLD will keep it as is, where ALT ACQ is trying to go to the preselected target altitude.
IAS ACQ is to achieve the IAS preselected, max out at 400 knots, if I wanna go faster, I should do it manually and once reached, select the MACH HOLD/ IAS HOLD as appropiate.
the middle yellow line with a rounded bottom is the Attitude indicator, and when the FD cross is showing where I should be in the flight plan, ideally, if I want to follow the flight plan or the ILS landing frequency set and intercepted, I should steer the plane until the attitude marker follows the FD cross (lowest part of the “belly” to the vertical line, attitude/wing level to the horizontal line.)
Just getting started - looks great so far. Setting up controls and found that flaps move the nose up/down which is cool. Noticed a slightly odd thing when moving the lever from top position down one and then back up. It is like the brightness through the windows changes. Maybe a minor bug?
No, it’s to remove the inner windshield so that the rain falls on the visor when it’s up, but falls on the inner windshields when the visor is down
Correct. I will go further, it is part of the FBW autotrim system when you are not on autopilot, you point and the plane goes in that direction adjusting the elevators to maintain the current attitude.
Not neccesarily, you can increase autothrottle speed with the autopilot datum adjust unit:
The left one is the autothrottle datum adjust. allows you to adjust IAS or MACH when you are in ias hold or mach hold (max is 540 IAS or 2.04, within the VMO limits, you cannot set mach 2.04 at sea level). The right one is the pitch datum adjust, and will allow you to change pitch attitude, vert speed or altitude depending the vertical mode selected.
The middle one is a bank turn knob when you are in AP and HDG HOLD and INS is disabled. It allows a max bank turn of 35 degrees at subsonic speed and 20 above supersonic speeds.
Yes, but it must match the flight path angle, not your pitch attitude. Sometimes for an aircraft to stay level the nose is raised or lowered depending on the center of gravity or fuel load, and hence the concorde fuel system to adjust the trim plays an important role. That is why sometimes it can coincide and sometimes not.
Ah OK, got it - nice - didn’t think about that - great details
right this really makes it clear (or at least apparently I understands that). will try from cold and dark during weekend, a fun plane to fly! the manual landing is less challenging than I expected though, maybe since I flew a lot in the FBW A32NX with full manual approach phase so speed, VS managing is kind of easier
Do not confuse them, the Concorde was the first FBW airliner (I hope I am not wrong in this statement). But not full FBW as the a320 is (as you know BOEING and AIRBUS have different policies on how FBW should work today but the concorde is way older so it doesn’t fit any of them and its FBW is combined with the hydraulic system)
Also note that the Concorde was designed with a unique orgival delta wing system (there is no NACA identifier for it, rather it is based on a LERX delta wing with many camber, dihedral etc corrections). You must maintain an AOA between 10 and 13 degrees and airspeed higher than normal in order to land properly. And like the previous ones, it is more than capable to perform Category III ILS landing.
On the other hand, the Concorde does not use flaps, and the visor simply helps the pilot’s view for the landing, although it can add a bit of drag when deployed.