Ugh… Yeah, I am gonna fix that. Nevermind for now… 
I will have a new edited video for you all sometime tonight. It will include things documented a bit more proper. 
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VOR LOC is for localizer only without capturing GLIDE SLOPE
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GLIDE is the normal APPROACH mode capturing the GLIDE SLOPE under an ILS frequency which can be done manual, with autopilot enabled, and/or with autopilot autothrottle enabled (This last case is the same as autoland but we have to distinguish what LAND button does).
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Autoland (LAND button), is by its name auto landing under autopilot and autothrottle enabled and requires the following:
For a non CAT III landing:
- RAD MODE
- At least an ILS freq tuned in NAV1 or NAV2
- At least 1 AP active
- At least 1 FD active
- At least 1 AT active with IAS ACQ enabled following the IAS value tuned by rotary selector.
For a CAT III landing:
- RAD MODE
- Same ILS freq tuned in NAV1 and NAV2
- 2 AP active
- 2 FD active
- 2 AT active with IAS ACQ enabled following the IAS value tuned by rotary selector.
In both cases, the factor to take into account is that you can do it with IAS HOLD but the speed will not change, if you press it at 250IAS it will do so at 250 IAS. If you use IAS ACQ you can regulate the speed of Approach and touchdown by moving the rotary selector.
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Braniff also flew the Concorde. One of my Falcon 2000 instructors in DFW was a flight engineer on the Concorde with Braniff. Air France would fly it into JFK, they would import the airplane into the US, put a big sticker over the French registration with an N- number and fly it with Braniff crews to DFW subsonic.
My instructor said he did about 4 supersonic trips across the pond during training.
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Yeah, there are some things in the checklists which need re-arranging. For instance, we are instructed to set the transponder and the FMC before the aircraft even has power, so that’s right out. I also cannot start engines 1 and 4 without the EGU turned on, which we are instructed to turn off after starting engine 2; etc. There are a few other things in the checklists pertaining to nozzle and inlet positions but clicking the momentary switches seems to have no effect and there’s no simple guidance on what setting(s) we are to set. I strongly suspect that depends on OAT and barometric pressure, and possibly intended takeoff and climb performance, but I haven’t done more than copy the manual to my desktop to read yet.
It’s also not clear from the panel labeling and the tooltips in some cases which position of the switch corresponds to Off or On (Disabled/Enabled, etc), so - not knowing if the switches are starting in the Off or On position from cold & dark, I’m unsure whether to change the switches or leave them alone.
Still and all, I managed a nighttime takeoff from a crazy busy JFK tonight (LOTS of other players in Concordes! Congrats!) until, during the takeoff checklist I hit the switch on my HOTAS to turn off the Landing lights and managed to turn off every light in the cockpit, couldn’t see any of my instruments, then between futzing with my head tracker and trying to find the cockpit lighting controls in the dark, managed to overspeed the plane and crash. 
On a side note - someone invent a time machine, go back to whichever office or draftsman’s bullpen was responsible for the cockpit design, and smack them until they put the airspeed indicator more centrally-located where some good amount of cockpit lighting falls onto it at night! These old non-backlit steam gauges are REALLY hard to read at night in an unfamiliar setting.
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Glad to know you are liking it!!!
Gonna try to solve your doubts!
We have activated all of this in the apron.flt file to facilitate the work and simplify the ignition when you are in cold and dark. Changing this now could create a bit of controversy and confusion for some users who don’t want to mess with the starting procedure, but you can edit it yourself. If you open apron.flt, with a notepad, everything that comprises electrical system, fuel system, hydraulics and so on can be set from true to false to give you that inmmersion point you want. (I can guide you in private if necessary).
I have realized about it and inverted the starters animation switches for next update.
We will pass this to Dean.
I have explained this a few posts above. It’s a limitation of MSFS regarding the operation of autotrottle regardless of whether you want it to use Afterburners or not. It is not something that we can alter even with scripts, since the AI would go crazy trying to activate them (is like try to undermine the base behavior of autotrottle, you simply can’t, just as we can’t make autotrottle work exclusively per engine, Autotrottle rules all engines at the moment is enabled, and depends on asobo to unlock per engine).
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I understand your confusion about tooltiping, but I’ll try to guide you.
You will see that some switches have two positions (the cursor is a hand) and others have 3 positions (the cursor is an arrow). in the two positions there is no error: If it says “on” it means that it is on, unless “turn to on” or “turn to off” is specified, The three position ones are the most confusing, since if it is an up arrow or down arrow, the tooltip will indicate the resulting position and never the current one and I cannot make that behavior change (for now)
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Thank you! That is exactly what I needed to know. 
I think the condition here is that as an emergency generator it can start the rest of the engines when it is on, but I would not turn it off in the middle of the proccess if I am starting without GRD power available.
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Consider this part an immersion point to build fidelity with the real plane, but it has no impact on the simulator (it is implemented of course thinking about the future, if Asobo implements a real system with variable inlet in supersonic speeds playing a role)
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Oh, no need to explain it to me. I studied all this in college getting my Aerospace Engineering degree back in the late 80’s. I just didn’t know how much (if any of it) is simulated for Concorde and what we’re supposed to be setting, if anything. 
All right then any way, let me explain what is simulated:
in that panel you can override the positions of inlet ramps and spills.
When the masters switches are in auto, under mach 1.3, the ramps remain open, and above mach 1.3 to 2.0 they progressively close up to 50%, so you will see the animation of the needles going down and also in the external view the ramps closing.
spills are a function of mach and throttle position. If you reduce power, the spills open to release excess air, the needles indicate their opening position and it is also reflected in the external view
However in manual mode you can raise the ramps or lower them individually with the switches below.
that is, at a visual level it has been simulated, but it has no impact on the engine right now due to limitations of the simulator. If enabled by Asobo, 90% of the work is done
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This looks awesome, I’m definitely getting a copy for myself.
Now, if only we have a fictional version with a full glass cockpit instruments like the A350 digital displays (and probably a collimated HUD refit too). As awesome as this aircraft is, the analog cockpit instruments is too old-school for my taste.
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Thanks for the tip with apron file, thats what i needed 
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I’m sure it’s been asked so I’m sorry for being a pain but. The afturburner bind isn’t what flips the reheat switches, is it? What should I be looking for? Also what exactly makes PAX appear in the cabin?
EDIT: Also wondering why both pilot/copilot NPCs are appearing in the actual cockpit. I’d adjusted my camera position, and suddenly I’m inside someone’s face.
What a delightful thread, absolute goldmine of Concorde info and guides. It’s a unique aircraft and just so happy to read through all of this knowledge and great screenshots people are posting, as much as flying her!
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I want an autographed copy of that book!!!