Think it’s had some updates since then but looks pretty good in the cabin anyway 
Concorde’s first major update is due this summer, modeling and texturing improvements throughout and the inclusion of the INS system for those who wish to use it.
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In that case, as long as all of the above is included, I will be getting Concorde this summer!
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Very glad to hear it! Many others will be also.
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Looking forward to that! It’s already summer here! 
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Hi, struggling with this a lot.
What would be a normal fuel consumption with and without afterburners? I’m at 10 per engine in the gauge with afterburners that I think is a bit low. The aircraft is struggling to reach MACH 2. Afterburners are indeed on. Something I might be missing? I’m in manual throttles at about 2000fpm Vertical speed, around 45000ft speed is Mach 1.4 and struggling to get 1.7 or 1.8 to disable afterburners.
Also: The plane flies inclined to the right (or left) as if constantly chasing the flight plan but never getting completely on track. Anyone had this problem?
And: AP modes are crazy, if I change a lateral mode in vertical speed mode the plane pitches down even to -6000fpm which is really annoying. Is there a modern AP guide that works for the last version?
Thanks a lot for any help! I used to fly the Colimata version for XP and never had these problems so I’m puzzled.
You are thinking of G-N94AD which also was N94AD.
It operated with SQ for a while and also Braniff.
Okay, fuel consumption depends on altitude. On take off and depending how accurate the dev here is simulating it, expect in the region of 88 tonnes per hour for all four engines in total using reheat. That’s why you want to get rid of the reheat (afterburners) as quickly as possible. You only use the reheat when needed, ie, on takeoff up to the noise abatement and then transonic acceleration up to M1.70 (FL430 approximately) otherwise you are burning up fuel for no reason. At higher altitudes above FL430 there is no point to the reheat anyway.
On takeoff, you’ll use the clock to time the noise abatement procedure and that will be when you turn off the reheat, unless of course the plane isn’t sufficiently stable in climb in which case it will be “noise negative” and keep the reheat going until it’s safe to switch off. Climb at Theta2. Some light fuel load scenarios (30,000kg) might be used for training in which case you don’t need the reheat at all.
Make sure your fuel CG is set correctly as you are climbing to Mach 0.95. Above 10000ft (or lower if allowed) accelerate the plane to the barber post in full dry power. The “barber post” is the checkered needle that indicates the maximum speed you can do for the altitude you are at. As you near the barber post you should hear little single elements of the “warble” tone indicating you are nearing maximum speed. They will sound like “blip, blip, blip”.
Then use the Max Climb with ALT ACQ dialed up for 29000. That will fly the plane at around 400kias to 29000ft pitching up or down to stay at that speed, then level off at 29000ft where your AT (automanette) should kick in to hold speed.
When you get to acceleration point (UPGAS for instance on LON-JFK) you want to disconnect the AT (both of them), bring in full power of all engines, then engage afterburners in pairs, two inboards and two outboards using the piano key selectors behind the throttles.
Now use pitch datum adjust (it’s a little rocker switch on the centre pedestal) to bring the plane up in a gentle fixed rate of climb and watch as you get through Mach 1.0 and the speed of sound. This should show on the VSI as the indicator going up and down, along with some other indications. When you are steadily climbing and through Mach 1.0, engage max climb.
Now the plane should be climbing slowly and accelerating till around M1.25 when it will speed up more easily - make sure CG is going rearward to around 59%. Watch that the intakes start moving as well around M1.3 - depending on if this developer simulates them, they should start gradually coming down individually. Might be slightly different each one as they are sensed individually.
As you go higher, the barber post will move higher but you will eventually get to the Mach number limitation (M2.01)
At M1.7 you should now turn off the reheats, they are not needed at this height, turn on the AT again (both) but don’t select any modes. Plane keeps climbing to the corner point (around FL480-490) and should be near Mach 2.0. Before reaching this change the engines over to cruise rating. This cruise rating is to guard against excessively fast climbs if there are sudden reductions in outside temperature (this was encountered by a prototype with a VIP on board if I remember right).
Make sure you have dial up 60000 on the altitude selector, but nothing more, don’t do ALT ACQ yet.
Now when Max Cruise comes on, plane should settle at M2.01 (yes, it actually does really do M2.01) then it will begin climbing again steadily and slowly and will gradually drift upwards as fuel burns off.
Now use ALT ACQ. This will guard against exceeding FL600, but it’s unlikely you’ll get that unless you have very cold conditions (below ISA). If you fly around the Caribbean or the Middle East or Indonesia you might see FL600, but North Atlantic less likely. This ISA is very important in how the plane performs in climbing too. Cold conditions will improve climb performance, hot conditions will kill the climb performance.
Monitor your fuel and get ready to do the AFT TRIM to move reduce fuel in the forward two feed tanks as you pump fuel forward from the wing tip tanks. The background on this is when you need to use the fuel from wing tip tanks, that then would move the CG forward, so the forward two engine feed tanks are run down from their normal 4240kg to something less in order maintain the CG you already have.
Now you are up at this height you should be seeing about 20 tonnes per hour fiel consumption in total.
This is all from fairly rough memory as the times have long since gone.
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I appreciate the help. I know what needs to be done, in general, as I made several flights in the Colimata version, but the plane is not responding. What I wanted is to see if I’m missing something about the DC model or if it is just completely messed up and I should just wait an update.
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I don’t know about Collimata version, never heard of it.
Looking at what you’ve said, for M1.4 you are far too high, FL450 should be well above M1.70. M1.70 should correspond with about FL430. Your vertical speed should be controlled by MAX-CLIMB which will keep the plane on the maximum speed by adjusting the pitch angle. This shouldn’t be controlled manually. I might still have diagrams showing how that works, but they are in French.
What procedure are you using to get through M1.0, can you give the steps in numbered order and also give an indication of things like CG at various points?
Even if this is “medium” version of the plane, if the dev has reasonably simulated it you need to understand the theory to a degree.
Without seeing what situation you are in here, lateral mode shouldn’t have anything to do with vertical speed. What may be happening is that your speed might be too low for the altitude and when you are engaging (I’m guessing) MAX-CLIMB the plane is trying to pitch down to speed up.
But will need screenshots (multiple ones in order) to see what’s going on there.
Take a look at some of the pages on this site (use Google Translate if you don’t understand French):
I actually had more around here but despite pulling the place apart I cannot find where I stored them - in particular the document showing how the climb works.
Can confirm this is a bug. I did a fresh install as of SU11 the nose refuses to move despite repeated attempts to adjust it.
Hi !
I’ve a big issue with the Autopilot.
Impossible to use it, with any mode, INS, Track…
I flew before (this summer) and it worked.
But now if I active the selector (AP1 only or with AP2) , well, the plane change always the bearing to the right or to the left…
I beleived it was because of my Force feedback yoke like I meet with the 737, but no. If I deactive the FFB, Ihave the same issue.
I tried too only with my hotas yoke but it is the same.
I think I follow all the checklist. I have the green line in the scrren at the left side, I’ve the flight plan in the FMS.
Thanks for your help 
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same its a lil frustrating for 40 Dollar hope for issue fix ASAP
I haven’t flown the Concorde in a while but I never had any problem with the Autopilot. I can try it again and see what’s going on. I guess it’s possible that one of the recent updates introduced a bug.
You should ask your question on DC Designs’ Discord if you want to talk with the developers.
Update: Autopilot is working fine as always. Both Nav and Hdg/Trk hold. I’m sure you know that, when it comes to Alt Acquire, buttons on the left side work differently than buttons on the right side. That’s in the manual. But the LNAV is working the same as it ever did. You must have some other issue.
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Folks, Concorde is indeed working fine, I have had users posting images of them landing, flying, nose droop in action, ILS working etc etc. We all know how finnicky MSFS can be though and it seems the slightest things can set it off, most usually other add-ons in the Community Folder or Sim Updates.
We cannot support products here. Our Discord is linked below, which has bug-reporting and discussion channels for all DC Designs, SC Designs and CJ Simulations products;
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thanks for your answers…
I succed before to run the autopilot but not anymore…
I will unistall and reinstall the concorde and see.
I will look at the discord server too
Is there a way to transfer fuel from tank 3/4 to tank 1/2?
Fuel transfer in the Concorde is very complicated. Everything you need to know is in the manual.
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Actually 3/4 are on the right of the plane and 1/2 on the left. 1/4 are on the front and 2/3 on the back. There is no reason to transfer everything to the left or right side of the aircraft at the risk of creating a fatal imbalance. Moreover, these tanks supply the engines directly, so they MUST be all full and supplied by the other tanks anytime. Eventually, in certain circumstances if the plane is full of fuel, it may be useful to “empty” 1/4 in priority to 2/3 with the “TRIM AFT” button on the engineer panel. I think there is a similar button, to be used only in case of extreme emergency, which does exactly the opposite and which is located on the overhead panel at the bottom right, protected by a cover. But it should never be used except in the case of a major failure of the pumps, preventing the fuel to return to the front of the plane for descent and approach for example. Of course you should read the manual, but this should only be a first step, find out more on the internet, check interviews of pilots and crew on youtube, the concorde is very interesting to study.
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Do the tanks 1/2 and 3/4 have automatic crossfeed?
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There is crossfeed but to be exact it’s not between the feed tanks but the engines. Plus, there’s nothing really automatic in this old plane, you have to activate the jettison crossfeed so that if engine 1 failed, eng 2 will be feed with both tanks 1 and 2. By the way if you had follow the checklist, activated the crossfeed is needed for the engine start process.
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