Concorde - Manual Tutorial Flight Simulator

CONCORDE

FLYING MANUAL TUTORIAL

CONCORDE FLYING MANUAL SIMULATOR TUTORIAL

For Use with Microsoft Flight Simulator 2002/2004 Only

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Contents

Concorde Fly ing Tutoria l............................................................................................2 Introduction........................................................................................................4 Preparing for Departure .............................................................................................5 Planning – The Flight Plan ................................................................................6 Planning – The Flight Plan (Continued) ............................................................7 Planning - Weather ............................................................................................8 Planning – Fuel Flight Plan..............................................................................10 Planning – Take Off Performance ...................................................................11 On board – Cockpit Preparation ......................................................................20 On board – Cockpit Preparation ......................................................................21 Departure – Before Start Checklist ..................................................................25 Departure – Before Start Checklist (Continued)..............................................26 Departure – Pushback Checklist ......................................................................35 Departure – After Start Checklist ....................................................................36 Departure – Taxi ..............................................................................................38 Departure – Taxi Checklist ..............................................................................39 The Concorde Departure ..........................................................................................46 Departure – Before Take-off Checklist............................................................46 Departure – Flying the Take Off......................................................................48 The Concorde Climb..................................................................................................53 Climb – Initial Climb Out ................................................................................53 Climb – After Take-off Checklist....................................................................54 Climb – Accelerating to VMO.........................................................................55 Climb – Climb Checklist, Mach 0.7 ................................................................56 Subsonic Cruise ..........................................................................................................57 Subsonic Cruise – Flying Towards the Acceleration Point .............................57 Supersonic Climb .......................................................................................................58 Subsonic Climb – The Acceleration ................................................................58 Subsonic Climb – Transonic Checklist............................................................59 Deceleration and Descent ..........................................................................................64 Deceleration and Descent - Planning...............................................................64 Deceleration and Descent – Deceleration and Descent Checklist ...................66 The Deceleration and Descent. ........................................................................67 Deceleration and Descent – Deceleration and Descent Checklist ...................68


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Contents Approach and Landing ............................................................................................. 72 Nose and Visor.................................................................................................72 Angles of Attack ..............................................................................................72 Noise Abatement..............................................................................................72 Approach and Landing – Approach Checklist .................................................73 Approach and Landing – Procedures and Techniques.....................................75 Pitch Attitude ...................................................................................................75 ILS – Reduced Noise Approach ......................................................................75 ILS – All Weather ............................................................................................76 Back Beam ILS ................................................................................................76 Approach and Landing – Landing Checklist ...................................................77 Height Calls .....................................................................................................78 Power Reduction at 15 Feet .............................................................................78 Approach and Landing – Procedures and Techniques.....................................79 Ground Effect...................................................................................................79 Autoland...........................................................................................................79 Selecting Reverse.............................................................................................79 After Landing and Taxi – Vacating the runway & After Landing Checklist ..83 Parking........................................................................................................................86 Parking – Stopover Checklist...........................................................................88 Parking - Flight Engineer’s Leaving Panel Checklist......................................88 Additional Procedures ...............................................................................................89 Additional Procedures – The New York 31L Departure .................................89


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Concorde Flying Tutorial Introduction

The purpose of this tutorial is to focus on how the aircraft is flown on a typical commercial flight. Not all of the simulated systems are covered in detail in this tutorial, so it is advised to refer to the Aircraft Operating Manual should you feel the need to do so. Checklists and duties have been devised for a flight deck crew of three who must operate as an integrated team, monitoring and cross checking each others actions as far as possible. In flight simulator, you are the team, you are the Captain, First Officer and Flight Engineer, and each plays an equally important role in preparing the aircraft for the next phase of flight. This Concorde Flight Simulator will enforce a steep learning curve on those who are not familiar with such equipment or flying procedures. Use the Checklists. A quote I rather like is one from a Concorde Flying Instructor. Think to yourself, “I am not in an aeroplane – I am in a Concorde”

This tutorial will NOT cover all of the flying procedures, and does NOT contain emergency procedures, as these are not simulated in the program. Instead of the 6 months ground and 19 four hour simulator checkcommercial rides that one mustsopass, tutorial has beenschool written around a London – New York flight, that this readers will find it a little more interesting! The checklists will be animated and depicted in detail. A copy of the ‘Normal Checklist’ can be found in this folder. Please also note that many of the systems are simulated, and may not work like those on the real aircraft. Not every gauge, switch, knob and dial has been implemented into this software. As much effort as possible was utilised to design a SIMULATOR that required the same procedures used in the real world to attain and sustain a realistic flying simulation of Concorde. However, users will also be able to fly the aircraft without following the correct procedures. This enforces the fact that this is a Desktop PC Concorde Simulation, designed for entertainment purposes and MUST NOT be used as a training aid. There are limitations on how much realism can be implemented. Unfortunately, the more realistic this simulation is designed, the lower performance the simulator has on today’s average computer – and the more taxing it is to fly with only one desktop pilot. Please, remember this was designed for entertainment, the checklists and procedures that follow will aid in flying the aircraft. Andrew Wilson


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Panel Icons:

With the left mouse button, clicking around the panel icons will open/close the panel icon selection window. EO = Engineer’s Overhead PO = Pilot’s Overhead PT = Pilot’s Throttle Panel PP = Pilot’s Pedestal ES = Engineer’s Start Panel EF = Engineer’s Fuel Panel

Each Panel window in addition to the main panel window has an invisible mouse area situated in the top-right hand corner which, when pressed with the left-mouse button, will close the panel window. To access the Fuel Jettison panel, an invisible panel icon gauge is situated at the top of the main fuel panel In addition, toggle area on panel the Jettison panel at the topwindow. of the window, “Fuelanother Management” usedistolocated close the window. The primary engine instruments also contain a toggle gauge that opens an enlarged view of the instruments. Left click this area again to close the window.


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Preparing for Departure Planning – The Flight Plan

It’s a little after 1700 here in London, the aircraft, one of 5 British Airways Concorde’s we will be flying tonight is G-BOAF. The aircraft will be towed from the British Airways maintenance area to the departure stand, 414 at London Heathrow’s Terminal 4. Before the crew go anywhere near the aircraft, extensive planning must be made at the British Airways Compass Center on the other side of the airport. This evenings flight will depart to the west of London, following the Lima 9 airway to an intersection called MALBY, near RAF Lynham before turning left to fly overhead Bristol and out into the Bristol Channel towards the Concorde Acceleration Point. The route will then pass south of Ireland and follow a fixed North Atlantic Oceanic Track, Sierra Mike travelling along the East Coast of Canada, Newfoundland, then down the East Coast of the United States past Boston. When adjacent to New York, the route turns inbound towards New York, where Air Traffic Control will vector the aircraft for approach into Kennedy International. The London – New York communications flight plan is provided as a separate document in this Concorde product, and it is recommended that a printed version be used when using the tutorial.


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Planning – The Flight Plan (Continued)

This chart depicts the lateral navigation path that we will follow after departing runway 27L at London Heathrow.


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Planning - Weather

The most influential factor that must be taken into consideration is the weather. A computer print out is presented to the crews, containing data on London, New York and the alternate destinations that could be used in the event of a situation that required the aircraft to divert in flight. This report (called a NUBRF) contains details on the weather conditions at the departure, arrival and alternate airfields, as well as any NOTAM’s (Notice to Airmen) for each of the said airfields. New York and London are studied in detail, looking at the current weather and what is forecast for the next few hours. The departure airfield’s weather forecast is just as important as the arrivals. Should the aircraft develop a technical fault after departure, the crew must calculate if turning back to Heathrow is an option, and if so – what services may be defected at the airport that may affect the arrival? For example, if the forecast for London is low cloud, rain, low visibility, might the crew have to perform an autoland? Is all the necessary equipment at Heathrow in an operable condition to perform a CATIII (autoland) approach? If not- where is? This strategic thinking is applied to New York in the same way. If the weather at Kennedy closes in, and a CATIII approach is not possible, where would be a suitable alternate that would not cause the passengers too much discomfort? Newark is the first main alternate, and Windsor Locks, Bradley International is a second. It is common that New York Kennedy and Newark have similar weather conditions due to their proximity to each other and the Atlantic Ocean. Therefore Windsor Locks would suffice as an operable diversion. The forecast weather at the principal en-route diversion airfields of Shannon, Santa Maria, Gander, Halifax and Bangor, along with the calculated subsonic wind components to these airfields, are also all taken into account at the flight planning stage. Now that the weather at the departure, destination and alternate airfields is known, the weather en-route is studied. Although Concorde flies above many of the weather systems, careful consideration must be made to ensure that, in the event of a technical fault and the aircraft is required to descend to an altitude where such weather systems are present, the aircraft is not put into a hazardous environment. The main difference between Concorde and other subsonic aircraft in a similar situation is that Concorde will suffer a much more substantial loss in range. From four-engine supersonic flight to optimum three-engine cruise, there will be a loss in range in the order of 30-35%. This is mainly because Concorde must now leave a very efficient flight regime, at M2.0 and 50,000-60,000ft, with relatively low drag, low winds and very cold outside air temperatures, for a higher drag subsonic regime at M0.95, at around 30,000ft, with warmer outside air temperatures and much stronger, probably adverse, winds.


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Planning – Weather (continued)

For this tutorial, we will use the following conditions for departure: Wind = 320 Degrees, 06 Knots o Temperature = 09 C o Dewpoint = 07 C Pressure = 1007Mb Runway Condition = Dry Now that the weather has been studied and the flight is confirmed operable, the attention is turned towards the Fuel Flight Plan.


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Planning – Fuel Flight Plan

The Fuel Flight Plan is a pre-prepared printed sheet that depicts the amount of fuel required for different phases of the flight, including the fuel required for the taxi to the departure runway, holding fuel, reserve fuel, and fuel expected on landing. Three corrections to this printout are made by the crew: •

The wind direction and speed for the sectors of subsonic flight flown.

• •

The wind direction supersonic Specifically sectors flown. A correction to caterand forspeed the airfor temperature. the deviations from the Standard Atmosphere (ISA).

Other minor corrections may include adjusting the taxi fuel, and reserve fuel depending on what the present and forecast weather conditions are. The Fuel Flight Plan will also give an indication to how close to the maximum takeoff weight limit the aircraft is for the noise abatement procedure departing from Heathrow. This shows that the zero fuel weight (ZFW) of the aircraft is 89500Kg and that we will require 91010Kg of fuel, bringing our takeoff weight to a total of 178500Kg – once 2000Kg of taxi fuel has been deducted.


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Planning – Take Off Performance

Concorde is a very unique machine; much different from other conventional aircraft in the way that it uses reheats (afterburners). This is a very elegant way of getting some extra thrust out of an engine instead of the engine being overpowered and it is a very easy way of producing extra thrust. To do this, neat fuel is squirted into the exhaust pipe into each engine, which is then set on fire - basically turning a jet engine into a rocket! It provides an extra 20% of thrust however, the disadvantages of such a technique is that is uses a great deal of fuel and creates a lot of noise. These two factors are perhaps a disadvantage to Concorde, and were the cause of many debates regarding where the aircraft was allowed to operate a commercial service. Due to the noise levels when departing with reheats, Concorde has adopted strict and complex noise abatement procedures in order to avoid built up populated areas and noise monitoring stations. This restricts the aircraft climbing away from the departure airfield at an optimum speed, and in many cases must first climb to a higher altitude before the application of climb power. Therefore after departure, the reheats are extinguished and the power is reduced, both at a calculated time and to a calculated setting dependant on airfield, runway, aircraft weight and weather. At the same time, the aircraft will follow a flight path that will avoid the populated areas. The runway we will be using tonight is 27L. The Concorde noise abatement departure procedure requires initially two things:Extinguish reheat and reduce to a calculated N2, depicted on the throttle quadrant by a Throttle Lever Angle bug (TLA). Both the N2 and TLA are calculated. o Bank the aircraft left onto a heading of 259 M, depicted on the Compton (CPT3G) Standard Instrument Departure chart. •

•

In addition to these calculations, the take off speeds and the angle to which the aircraft is rotated must be calculated which are also dependant on weight and weather conditions. The take off speeds are depicted as V1, VR, V2, VN and V 2+ 40 and VZRC. These suffix represent the following: V1 – The decision speed. A fault beyond this speed will be taken into the air. VR – The speed at which the pilot flying (PF) begins to rotate the aircraft. V2 – Minimum safe flying speed. VN – Noise abatement speed. V 2+ 40 – Climb speed with an engine failure. VZRC – 2 engine failure speed.


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Planning – Take Off Performance (continued)

The angle that the aircraft is rotated to initially on departure is referred to as ‘Theta-2’ and is usually in the vicinity of 13 degrees up. This will be calculated with the V-speeds. One other calculation is used to determine if the aircraft is able to depart in the event of a single reheat being lost below a speed of 100 knots. If the aircraft is calculated as a “Stopper”, the Flight Engineer will call ‘ENGINE FAILURE’ if one of the reheats do not light and one of the green go lights is not illuminated at 100 knots. If the aircraft is below the V1 speed the handling pilot will call ‘STOP’. However, should a reheat failure occur when the aircraft is safely permitted to depart on 3 reheats, and one go light fails to illuminate by 100 knots, the Flight Engineer will remain silent and the procedure for a standard 4 engine departure is continued.

178.5T 189.3T

This chart shows that with the calculated Maximum Takeoff Weight and Performance limited Takeoff Weight, the departure will be classed as a “STOPPER”. I.e. in the event that a reheat fails to light below the V1 speed, the procedure will be to stop.


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188.3: indicates the Performance Limited Take Off Weight (PLTOW)

0.3: Used to correct PLTOW for a wind component.

166 = PLTOW V1 speed in Knots 196 = PLTOW VR speed in Knots Note: These are not the V-speeds that are used for our departure, further calculations ensue.


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To calculate the headwind component, the following equation is used: Wind Component = Wind Speed x Cosine of the angle between wind direction and runway heading. Thus; Wind Component = 6 x Cos(320-273) Thus; WC = 4.1Kts The first correction that is made to this weight is for the headwind component. This is calculated by multiplying the component by the number to the right-hand-side of the weight; 0.3. Addition to weight = 0.3 x 4.1 = 1.23, or 1230Kg . The next correction required is for pressure altitude. The air pressure, as listed earlier in this tutorial is 1007mb. The following table is used to calculate the correction:

Thus; Subtract 1.2, or 1200Kg from MTOW.


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One other correction is for the CoG. The targeted CoG for this departure is 54%. Other lightweight departures will target 53.5%.

Thus; the correction is an addition of 0.94, or 940Kg The last correction is made for any allowable Dispatch Deviations, or MEL (Minimal Equipment List as it is known today). This feature is not required for flight simulator. We now have three corrections to the MTOW that will result in a PLTOW. Wind Component: + 1230Kg Pressure Altitude: - 1200Kg CoG: + 940kg

Therefore the PLTOW = 188.3 + 1.230 – 1.200 + 0.94 PLTOW = 189,270Kg


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Using the PLTOW, it is now required to calculate the difference between PLTOW and TOW. Difference = PLTOW – TOW Difference = 189270 – 178500 Difference = 10770Kg This is then looked up on the following table:

The correction to V 1 is; 166 – 7 = 159 Knots The correction to V R is; 196 – 2 = 194 Knots The correction to Theta-two is; 13 + 0.5 = 13.5 Degrees Up. The correction for the V2 speed ensues:


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This table is used to apply any corrections that are required for V 2;

The PLTOW V2 speed is 196 + 21 = 217Kts. With a TOW of 178T, the table shows that no amendments are required to V2, thus the V2 speed is; Vr + 21 = 194 + 21 = 215 Knots. Some final amendments are required to these V speeds with regards to pressure altitude:

With a QNH of 1007mb, it is required to subtract 1 knot from each of the V speeds. Thus; our final V speeds for departure are as follows: V1 = 158 Knots Vr = 193 Knots V2 = 214 Knots


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The table above is used to obtain further calculations for departure. These include: Throttle time = 79 seconds Throttle Lever Angle = 18 Degrees Minimum N2 = 94.4%


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All of the calculations have now been completed: TOW = 178,500Kg MTOW = 188,300Kg PLTOW = 189,270Kg V1 speed = 158 Knots V speed = 193 Knots VR2 speed = 214 Knots Theta-two = 13.5 Degrees Throttle Time = 79 Seconds Throttle Lever Angle = 18 Degrees Minimum N2 = 94.4%

Now that the Flight Plan route, the fuel flight plan, the weather and relevant NOTAM’s, as well as departure calculations have been completed, it’s time to catch the crew bus and board the aircraft for this evenings BA001 flight to New York.


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On board – Cockpit Preparation

All items are now given a procedure, which are intended to prepare the aircraft for the next phase of flight. These are listed in sequence to a standardized scan that enables the crew to use the actual equipment, instruments, selectors and switches as a physical checklist. The Flight Engineer’s preflight external inspection ensures that the aircraft and/or surroundings are not obviously unsafe for operations. During this time, the Captain and First Officer begin the pre-flight checks.

This process will take around 40 minuets, during which time the Flight Engineer would have completed his pre-flight external inspection and would have joined the pilots on the flight deck to perform his scan checks.


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The Inertial Navigation System (INS) is switched on, and the gyroscopes are set to align. Please refer to the documentation provided with the CIVA INS program. The latest weather must be checked, and is done so by tuning into the Automatic Terminal Information Service (ATIS). From this, the winds, temperature, air pressure and any cloud coverage is reported, as well as any airfield information that may be useful to the crew. This information is then used to fill in the Take Off form, and the calculations for Vspeeds, pitch attitudes and other noise abetment procedure calculations are entered into the appropriate boxes. This form is then placed on the centre pedestal panel, between the Captain and First Officer’s INS and is used to bug various instruments on the panel in front of them.

A quick call is made to Air Traffic Control, to confirm that the aircraft will be departing on time. This is required when departing from London on an Oceanic flight, as it ensures that enough time is provided for the relevant departments to set-up the Flight Plan clearances. Once that the crew have completed the scan checks, the relevant dials, knobs and switches are all in the correct position and the instruments have been bugged and set for departure, the crew can start to read from the checklist.


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Departure – Before Start Checklist

The First Officer reads the following Before Start Checklist:-

MASTER CB’s……………………………...SET/CHECKED

The Engineer will check that all Circuit Breakers are set and that there are no flags on the engine primary and secondary instruments. COCKPIT INSPECTION & SECURITY……...COMPLETE

Confirm the cockpit inspection is completed by scan and flight deck has been security checked. OXYGEN…………………………………CHECKED 100%

Confirm oxygen masks checked. DV WINDOWS……………………………………..CLOSED

Confirm that the sliding windows are closed and secure. FLIGHT CONTROL INVERTERS……………………….ON

Confirm BLUE INVERTER and GREEN INVERTER sels are at ON. Pilot Overhead

ANTI-STALL SYSTEMS………………………………….ON

Confirm ANTI-STALL SYSTEM sws are ON. Pilot Overhead


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Departure – Before Start Checklist (Continued) RAD / INS sws…………………………………………..RAD

Confirm both RAD.INS sws to RAD Observe on both HIS that RAD and MAG displayed. Main Panel

INSTRUMENT TRANSFER sws……………………….SET

Confirm the Captain’s instrument transfer switches to the left. Main Panel

QNH / AA / ALTIMETERS……SET / CROSS CHECKED

Confirm both servo altimeters set to QNH & mode sws at “N”. Check bugs set to airfield elevation and three engine Acceleration Altitude. Set Radio Altimeter bugs to 20’. Main Panel


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Departure – Before Start Checklist (Continued) NAV RADIOS…………………………………………….SET

The ADF and VOR should be tuned and checked on the facilities. Required QDM set on VOR LOC selectors and heading or track set on the HDG/TRK selector if required. Main Panel

TRANSPONDER……………………………………...XPDR

Checked and set. BRAKES…………………………………..PARK/CHECKED

Verify: Brakes lever at PARK. Pilot Pedestal Left and Right brake pressure full scale. Main Panel Brake accumulator pressure adequate Main Panel Brake emergency light (yellow) on. Main Panel


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Departure – Before Start Checklist (Continued) NAV LIGHTS………………………………..AS REQUIRED

Select Navigation Lights ON or OFF as required. Engineer’s Overhead

THROTTLE MASTERS………………………...MAIN / ALT

Confirm THROTTLE MASTER seks are at MAIN or ALTERN. Engineer’s Overhead

GROUND HYD. CHECK OUT………...YELL, YELL / OFF FUEL HEATERS……………………………………...AUTO ENGINE RECIRC VALVES…………………………..SHUT SECONDARY AIR DOORS………………………….AUTO

Not implemented in Simulator BATTERIES……………………………………ON / Normal

Confirm BATTERY MASTER is on. INS 1, 2 & 3………………………….LOADING CHECKED NAV MODE / MIX

Set data selector to DSTRK/STS. Pilot Pedestal/Throttle Verify alignment submode is 5 or less. Set MSU rty sel to NAV Observe – mode status is 1 and mode index is 4 . Verify – AUTO/MAN switch at AUTO.


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Departure – Before Start Checklist (Continued) ASI BUGS, PITCH INDEX & 3/4 REHEAT PLACARD…………………………………….SET

Set the ASI bugs and Pitch Index as required. Set the reheat placard to depict number of reheats required for departure. Main Panel

FUEL FLOW & P7 BUGS……………………………….SET

Set the Fuel Flow Indicator bugs to the calculated agreed values. Main Panel/Engine Large.

CLOCK AND TLA BUGS……………………………….SET

Set the noise abatement time into the clock. Main Panel/Engine Large.

To set the noise abatement time: Click (left mouse button) the top right switch selector to down position to set time in Minutes using the right mouse button. Select the switch up a notch and then right click to set seconds. Once time is set, place the selector to Run (switch vertical). Set 79 seconds, or 1 minute 19 seconds into the clock.


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Departure – Before Start Checklist (Continued) SEAT BELT SIGN……………………………………….ON

The Seat Belt signs may be switched on when refuelling is complete.

BRIEFING…………………………………………...STATED Aide-Memoir: MEL/DDM/A.P. Status, AIS / ATIS, Sig. Wx./ Anti-Icing, Takeoff Alternate, R/W, Surface conditions / Length, Terrain, Performance / Reheats / Rolling T/O, SSA / MSA, Transition Altitude, SID / Noise Abatement, AFCS / Radio Aids, Emergencies………...Review --------------------------------------------------LOADSHEET…………………………………….CHECKED

The dotted line indicates that the crew can no longer proceed until the Loadsheet is presented and signed by the Captain. ZFW & ZFCG………………………………SET/CHECKED

The values from the Loadsheet are set into the ZFW and ZFCG display.


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Departure – Before Start Checklist (Continued) FUEL REM. & A/C WEIGHT……………..SET/CHECKED

Set the Fuel Remaining to 0 by clicking the dot below Kg. Engineers Fuel Panel Click the Left Hand knob to add Fuel weight in Kg x 1000. In this case, 90,000Kg. Click the Right Hand knob once, followed by the Left Hand knob to increase the Fuel Remaining weight in Kg x 100. Click LH button once to set 91000Kg. Click RH button once to set KG x 10 and again to set KG x 1. Now click the LH button once to set our total fuel value – 91010Kg. Return the RH selector to N. Confirm Aircraft Weight is correct.

LOAD LIMITS……………………………………………SET

Set tank 11 load limit controller to the FINAL TANK 11 CONTENTS from the Load Sheet. Engineers Fuel Panel


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Departure – Before Start Checklist (Continued) START CLEARANCE……………………………...OBTAIN

Obtain Start Clearance from ATC. DOOR LIGHTS…………………………………..CHECKED

Observe all DOORS lts are OFF with the exception of MISC HATCHES. Engineer’s Start Panel.

MASTER WARNING……………………………….RECALL

Press the RECALL push button. Observe the master warning lights indicate the accepted systems status. Press CANCEL to clear the display.

RECALL

CANCEL

ANTI-COLLISION LIGHTS……………………………...ON

Set the Anti Collision lights sw to ON. Engineers Overhead


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Departure – Before Start Checklist (Continued) THROTTLES…………………………………………….IDLE

Confirm throttles at Idle. ENGINE FEED PUMPS………………………………….ON

Set engine 1, 2, 3 and 4 main ENGINE FEED PUPMS sws to ON Observe the pumps LOW PRESS lts OFF

FLIGHT DECK DOOR…………………………….LOCKED

Close and lock the flight deck door. CLEARANCE TO START………………………….OBTAIN

Obtain clearance from ground crew to start. START ENGINE……………………………AS REQUIRED

Set DEBOW switches (4) to DEBOW. Engineer’s start panel. Observe DEBOW switch lights (yellow) (4) on. Normal starting order is 3, 4, 2, 1. For push back departures starting order is 3 and 2 on the ramp, then 4 and 1 (cross bleed), when away from the ramp.


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Departure – Before Start Checklist (Continued) Starting Engine 3:

Set START/RELIGHT sel to START. Observe START/RELIGHT sel is latched at START. START VALVE MI reads OPEN. ENGINE DEBOW sw lt off, START PUMP lt (yellow) on, N2 rises. When N2 is between 10-12% set HP VALVE sw to OPEN. Observe RH IGN or LH IGN lt (green) on, engine shut down handles lts (red) on, THROT lt off. When N2 is at 25%. Observe START/RELIGHT sel returns to OFF. Observe the START VALVE MI reads SHUT, the RH IGN and LH IGN its off.

DEBOW START If more than 10 minutes and less than five hours has elapsed since the engine was last operated then it must be run in the debow condition for one minute.

Start Clock. Observe N2 stabilises at approximately 30% Wait until the ENGINE DEBOW sw lt (yellow) comes on or 1 minute has elapsed since START/RELIGHT sel returned to OFF.

Set DEBOW sw to NORMAL Observe N2 rises then returns to idle, ENGINE DEBOW sw lt off. REPEAT ENGINE STARTING PROCEDURE FOR OTHER ENGINES

Set appropriate main ENGINE FEED PUMPS to ON. Scan the engine instruments. Observe that for all engine parameters the indicators are consistent over the four engines. Observe SECONDARY NOZZLE instruments indicate 18-24 deg.


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Departure – Pushback Checklist NOs 3 & 2 ENGINES…………………………….STARTED

Start engines 3 and 2 using the normal start procedure. Confirm start complete. HYDRAULICS……………………………………CHECKED

Observe hydraulic systems online. MWS lt out. GROUND EQUIPMENT…………………………….CLEAR

Request ground engineers to confirm area clear for pushback.

PUSHBACK -----------------------------------------Nos 4 & 1 ENGINES……………………………..STARTED

Start engines 4 and 1 using the normal start procedure. Confirm start complete. PUSHBACK CHECKLIST……………………..COMPLETE


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Departure – After Start Checklist NOSEWHEEL STEERING……………………...CHECKED

Not Implemented. FLT. CONTROL, AFCS & TRIMS……………...CHECKED

Set AUTO STAB No. 1 PITCH, ROLL and YAW sws to engage. Set AUTO STAB No. 2 PITCH, ROLL and YAW ses to engage. Observe sws remain engaged. Set ARTIFICIAL FEEL No. 1 PITCH, ROLL and YAW sws to engage. Set ARTIFICIAL FEEL No. 2 PITCH, ROLL and YAW sws to engage. Observe sws remain engaged. Select ELECTRIC TRIM 2 switch to engage. Pilots overhead

ENG ANTI-ICE / ENG SCHEDULE………AS REQUIRED

If the ambient temperature is below +3oC and visibility less than 1000 metres switch on engine anti-ice immediately after start. Retain these selections until after takeoff or after any ice warnings has cancelled. If icing conditions, as defined above, do not apply: Verify – Engine anti-ice switches at OFF. Engineer’s overhead.


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Departure – After Start Checklist (continued) BRAKE FANS…………………………………………….ON

Not implemented. IDLE SWITCHES……………………………………….LOW

Not implemented. DOOR WARNINGS………………………...TESTED / OFF

Observe all door lights are off. Press and release the DOORS TEST pb. Observe DOORS lts (red) on then off.

ENGINE FEED PUMPS…………………………….ALL ON

Set all ENGINE FEED PUMPS sws to ON. Observe all ENGINE FEED PUMPS LOW PRESS lts off. Engineer’s Fuel panel

HYDRAULICS……………………………………CHECKED

Observe hydraulic systems online. MWS lt out. ELECTRICS…………………………CHKD: GRN BYPASS

Not implemented. GROUND EQUIPMENT…………………………….CLEAR AFTER START CHECKLIST…………………COMPLETE


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Departure – Taxi

To taxi a Concorde is not considered a difficult task, it merely comprises of different techniques than those used on other conventional airliners. The most significant concept to remember is that you (the pilot) are seated 38ft in front of the nose wheel. This must be taken into careful consideration when manoeuvring the aircraft on the ground. The crew can often find themselves positioned over the grass edge of a taxiway in a 90-degree turn, with the main wheels perfectly situated on the centre line. Another principle technique that must be taken into consideration is the power plants. With all four Olympus engines running, the tendency to gain speed in the aircraft can be overwhelming if attention is not concentrated into keeping the aircraft under control, especially at lightweights. This is achieved with a sufficient amount of braking – but again, a unique technique and thinking must be applied. The carbon brakes will overheat if the pilot peruses the idea of braking often to keep the speed slow. It is thought to be advantageous on Concorde to taxi into a position, and hold whilst adequate room is made available on the planned taxi route before continuing to the next holding point or instructed area. If the aircraft taxis with the brakes on constantly, they will heat up considerably and time must then be spent at the end of the departure runway to allow them to cool with the assistance of brake fans. This will be discussed in further detail after landing. Follow the preceding checklist and taxi the aircraft to London Heathrow’s runway 27L.


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Departure – Taxi Checklist VISOR / NOSE……………………………..DOWN / 5 DEG

Set VISOR/NOSE lever to VIS/0 and observe. When visor is down and locked, place nose down to 5 degrees. Use key F5/F7 to control the nose/visor. BRAKES………………………………..CHECKED / NORM

This check is made when the aircraft is stationary. Set the brake lever to NORM then to EMERG. Observe BRAKES EMERG lt (amber) on and full scale indicated on duel BRAKES pressure gauge. Set brakes control lever to NORM. FLIGHT INSTRUMENTS……………..CHKD / NO FLAGS

Observe no failure flags on flight instruments. FLIGHT CONTROLS / EFC…….CHECKED / LIGHT OFF

Observe flight control channel MI’s read B and no warning lights.

TRIMS…………………………………………………….SET

Pitch trim set to required take-off setting. Roll and yaw trims are set to neutral.


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Departure – Taxi Checklist (continued) C.G. MOVEMENT………………………………...AS REQD

When starting to taxi with a full fuel load the aircraft’s C.G. will be beyond the flight limit, and the M/CG warning light will be on. Fuel must be transferred forward to achieve the correct CG position before beginning the takeoff roll. The idea on Concorde was to takeoff with a CoG as close to the AFF LIMIT bug as possible. On departures that carried a high fuel load, namely from London and Barbados the procedure was to pump fuel out of tank 11 into the wing tanks in order to bring the CoG forward to 54%. Thus; Concorde often had to wait at the holding point while this procedure was completed. However with lighter fuel loads a CoG of 53.5% was targeted. Due to the acceleration and pitch attitudes that were flown on departure, the CoG moved further aft during the takeoff as the fuel moved around in the tanks. If take 11 contains more than the requirement:Note: This procedure deviates from the real world due to limitations in FS. The wing tanks 7 and 5 are filled, instead of the collector… Set tanks 5, 7 and 9 INLET VALVE MAIN sels to AUTO. Verify tank 11 load limit control at take off value. When there is sufficient space in the wing tanks to accept approximately half the excess fuel in tank 11, set the TRIM TRANS AUTO MASTER sel to FORWARD. Observe Tank 11 quantity decreasing. When tank 11 quantity reaches the loadsheet value: Observe CG indicator shows the required takeoff CG. Set the TRIM TRANS AUTO MASTER to OFF and guarded. If take 11 contains less than the requirement:Verify tank 11 load limit controller at takeoff value. Set tanks 5 and 7 INLET VALVE MAIN to shut. Set the TRIM TRANS AUTO MASTER sel to REARWARD. Observe Tank 11 quantity increasing and Tank 9 quantity decreasing. When tank 11 quantity reaches the takeoff value. Set the TRIM TRANS AUTO MASTER sel to OFF and guarded. Set tanks 5 and 7 INLET VALVES MAIN to AUTO. Observe that the CG indicator shows the required takeoff CG. Set tank 11 load limit controller to initial supersonic cruise value.


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Departure – Taxi Checklist (continued) ENGINE RATING MODE……………………….TAKE-OFF

Confirm ENG RATING MODE sws (4) at TAKE OFF

AUTO IGNITION………………………………………….ON

Set AUTO IGNITION sws (4) to ON.

Note: on switch selections such as AUTO IGNITION and ENG RATING MODE – the mechanical bars that separate the switches will place ALL of the switches into the other selection when pressed with the left mouse button. All gauges on Engineers Overhead. THROTTLES……………………………………..CHECKED

Set all Throttle Master sws the other selection. Observe – all THROT lts off and that all engines are stable. Set all Throttle Master sws back to srcinal selection. DRAIN MAST HEATER………………………………….ON

Confirm DRAIN MAST HTRS sels (3) ON.


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Departure – Taxi Checklist (continued) ENGINE FLIGHT RATING…………………………..CLIMB

Confirm ENG FLIGHT RATING sws (4) at CLIMB

PRESS STATIC HEATERS…………………………….ON

ADS & STBY HEATERS……………………Tt INHIB / ON

Set ADS/PROBE HEATERS sels (2) to TT INHIB. STBY sw to ON. Tt INHIB is selected when the aircraft is on the ground to avoid an overheat condition that could cause a false total air temperature gauge readings or false TMO warnings. AIR INTAKES…………………………….CHECKED / SET ENGINE CONTROL SCHEDULE……………..CHECKED ENG 4 T/O N1 LIMITER………………………………...88% AIR CONDITIONING…………………….CHECKED / SET

These systems are either not implemented or controlled automatically in the simulator. FUEL LP PROTECTION sw……………………….ARMED

Confirm FUEL LP PROTECTION sw at ARMED. Situated on Jettison fuel panel.


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Departure – Taxi Checklist (continued) FUEL CONSUMED INDICATORS…………….CHECKED

Observe – Fuel Remaining and A/C weight display decreasing. ENGINE FEED PUMPS…………………………….ALL ON

Verify ENGINE FEED PUMPS sws (12) at on. CROSSFEED VALVES……………………………….SHUT

Confirm CROSSFEED rty sel (4) are crossline. Engineers Fuel Panel

ANTI-SKID ‘R’ LTS / TRYE LTS……………………….OFF

When taxiing above 10 knots, observe all R lights remain off during gentle braking and when rolling freely. Confirm tyre lts and system lt off.


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Departure – Taxi Checklist (continued) REVERSE ASOV’s…………….CHECKED/18-24o/NORM

Set throttles to mid travel Observe N2’s do not increase by more than 6%. Set throttle levers to idle. Select reverse idle on all four engines (tap F2 key once). o o Buckets rotate between 27 and 37 then stop. Reverses lights continue to flash. N2 increases to reverse idle. Cancel Reverse. o o Buckets return to between 18 and 24 Reverse lights extinguish N2 at idle. ENGINE O/HEAT…………………………..AS REQUIRED

Observe Engine O/heat lights off. Engine Shut Down Handle lights off MWS ENG reds off. SEATS & HARNESS………………...LOCKED, PWR OFF & SEC

Crew check seats are locked and powered off. TRIM TANKS CONTENTS……………………..CHECKED

Confirm the fuel distribution in the trim tanks is as required by the load sheet. DE-AIR PUMPS………………………………………….ON

Set tank 10 de-air pump sw to ON. Observe de-air MI reads ON. Set tanks 5A and 7A PUMPS (4) to ON. Verify TRANS VALVES 5A-5 sw and 7A-7 sw at SHUT. Observe 5A-5 and 7A-7 MI’s crossline. These TRANS VALVES must remain shut during take-off and climb while tanks 5A and 7A pumps are being used for de-aeration. Set tank 6 and tank 8 right-hand PUMPS sws to ON. This initiates de-aeration or tanks 6 and 8. No transfer will occur as tanks 5 and 7 fuel is transferred preferentially. Set tank 11 DE AIR sw to ON.


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Departure – Taxi Checklist (continued) TAKE-OFF CG sw………………………………..AS REQD

Set the switch to NORMAL if the T/O CG is 53.5%. Set the switch to 54% if the T/O CG is 54% and check Aft limit moves 0.5% rearward.

There is an invisible switch area on the CG gauge to set the CG AFT LIMIT BUG to 54.3% for departure. Clicking this area will move the bug to 54.3% and cancel any MWS or CG warnings.

CG POSITION…………………………………...CHECKED

Check that the CG position is correct for take-off. MAIN TRANSFER PUMPS……………………..AS REQD

Set tank 5 and tank 7 PUMPS sel and sw to ON. If tanks 5 and 7 are empty, switch on pumps 6 and 8 if they contain fuel. CABIN / SLIDES………………………SECURE / ARMED

Obtain information from senior cabin crew member that the cabin is secure for departure. TAXI CHECKLIST…………………………….COMPLETE


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The Concorde Departure Departure – Before Take-off Checklist BRIEFING, T/O DATA…………………………...UPDATED

Ensure crew are briefed on latest requirements for departure. CABIN CREW CALL…………………………..3 PRESSES LANDING LIGHTS………………………….AS REQUIRED

For every take-off, set the TAXI-TURN lts sws to ON. If the main landing lights are required:Set LIGHTS MAIN LANDING sws to EXTEND and ON. Observe EXTENDED is on. TRANSPONDER………………………………………...SET

Confirm required ATC code displayed and Mode rotary selector set as required. WHEEL LIGHTS…………………………………………OFF

Observe wheel light is off.

OVERLOAD MI……………………………………….BLACK

Not implemented MASTER WARNING…………………...RECALL / INHIBIT

Press the RECALL push button. Observe the master warning lights indicate the accepted system status. Press the INHIBIT push button. Observe the INHIBIT lights (2) (amber) on.


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Departure – Before Take-off Checklist T/O MONITOR………………………………………ARMED

Press to arm the T/O MONITOR push button.

REHEAT…………………………………………………...ON

Set REHEAT selectors (4) to RHT. Observe REHEAT selected lights (4) (white) on.

PITCH INDEX……………………………………CHECKED

Verify that the pitch indices are correct for take-off. RADAR………………………………………AS REQUIRED

Not Implemented. BRAKE FANS……………………………………………OFF

Not implemented. BEFORE TAKE-OFF CHECKLIST…………..COMPLETE


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Departure – Flying the Take Off

Many might speculate that the Concorde departure is a challenging procedure. However, contrary to popular belief the take-off is one of the easiest manoeuvres to pilot. The slender Delta wing provides a number of characteristics that are welcome to the commander on departure: The delta wing on Concorde will not generate any lift until the nose is raised. This proves most advantageous when flying a crosswind departure where a conventional airliner would tend to roll. Concorde does not. The only inputs required regard rudder control. Initially a few nudges of left rudder are required due to the operating procedures of the number 4 engine during the initial takeoff roll. The number 4 engine suffers from vibrations at low speeds on the low-pressure compressor blades from air vortices created from the wing’s leading edge. These vortices are moving in an anti-clockwise direction, which is opposite to the spinning rotation of the number 4 engine. To compensate for this, the number 4 engine is limited to 88%N1 at speeds below 60 knots. Once the aircraft is travelling at a speed greater than 60 knots, the limitation on the number 4 engine is lifted and the engine is allowed to accelerate to its normal rotational speed.


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Departure – Flying the Take Off (continued)

Now that the aircraft is fully ready for departure, the final procedures are used to commence the takeoff roll. The procedure is: Confirm with the crew that everything is set and that they are ready. Release the brakes and the call “3 – 2 – 1 – NOW!” is spoken by the pilot flying. -

“3” Start the ELAPS timer on the clock.

Set the ELAPS timer to RUN by clicking up on the ELAPS switch.

-

“2 – 1 – NOW” On “NOW”, the CHRONO START button is pressed, and the throttles simultaneously slammed forward.

The application of takeoff power is commanded by an electronic signal from the Throttle Control unit, through each THROTTLE MASTER selection, which is triggered by the forward slamming of the throttles. Should the throttles be advanced in a less forceful manner, the relevant systems may not respond with the correct intentions. The throttle amplifiers then control the rate at which the engine accelerates to take-off power. Now that the aircraft has some power (all 38,000 lbs behind it!), attention must be given to the engine parameters, direction and control inputs, specifically in the first 100kts with the characteristics of the number 4 engine, speed and pitch control.


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“NOW” - Slam throttles forward (F4) and start CHRONO timer. - Check clock is counting down - Nudge left rudder to counteract No.4 engine. - 60 kts – ASI active - Apply rudder to compensate for No.4 engine accelerating to Take-off speed. - Engineer Calls 100kts – check 4 green go lights - Speed increasing - V1 speed (166kts), place both hands on control column. - VR (196kts) rotate to ‘theta-2’ taking 6 seconds to do so, watch ADI and aim for the white pitch bug. - V2 (211kts) – airborne, hold ‘theta-2’, the aircraft will want to continue to pitch up as more wind gets under the delta wing. The very smallest of pitchdown movements is required to hold theta-2. In fact just thinking about this usually enforces enough input. - Above 20ft radio – Decision Height lights extinguish – positive climb. Select gear up. - 240 knots, pitch the aircraft up slowly to acquire 250kts, around 18degrees is required. - Watch for the flashing timer lights on the clock and at the same time, begin a left turn to establish the LON (113.600) 259R. - Timer counts down to 0. Turn reheats off (Shift+F4) and reduce throttles to the TLA bug on the throttle quadrant.


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In these first few seconds of flight, some additional characteristics of Concorde have revealed themselves, the static instability of the aircraft and its powerful flying controls. You would have noticed that a lot of elevon power was required to start the pitch up on rotation. However, a small correction was needed to prevent the aircraft pitching over the required attitude. This thinking must be applied to all attitudes when flying Concorde at low speeds. Once the pitch is stabilized at the required attitude, only small inputs are required to keep it there. Deviating from this will make the aircraft considerably harder to control. On a 54%CG take-off, the aircraft may be out of trim once at theta-2, apparent by the urge to pitch up. Just hold theta-2 and re-trim the aircraft (Number pad 7(dn) and 1(up)). The most important aspect of the departure to concentrate on is pitch attitude. If you get this right – the aircraft will result in the correct speeds and altitudes.


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Departure – Flying the Take Off (continued) Departure Procedure – Noise Abatement Climb

Departure Procedure – No Noise Abatement


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The Concorde Climb Climb – Initial Climb Out

By now the aircraft should be settled at 250kts, climbing to 6000ft and established on the 259R from the LONDON VOR. The CPT3G SID indicates that at 7 nautical miles from LONDON, the aircraft should follow a right turn towards the WOODLEY NDB on the QDM272. Also at this turning point, 2% N2 can be applied to the engines and the After Takeoff Checklist ensues. AFTER TAKE-OFF CHECKLIST

LANDING GEAR………………………….UP:LIGHTS OFF NEUTRAL

Observe WHEEL O/HEAT lt off. Set L/GEAR lever to UP Observe landing gear position indications lights go off at the end of retraction sequence. The landing gear lever must be set to neutral before the visor is raised. LANDING LIGHTS………………………..OFF / RETRACT

Confirm – Landing lights off and retracted. - Extended light off. - Landing taxi lights off and retracted. - Extended light off. MASTER WARNING……………………………….RECALL

Press the RECALL push button. Observe the INHIBIT lights (2) off and the master warning lights indicate the accepted system status. ADS & STBY HEATERS………………………………...ON

Set ADS 1 and ADS 2 sels (2) ON.


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Climb – After Take-off Checklist ENGINE RATING MODE…………………………..FLIGHT

Verify ENG RATING MODE sws (4) to FLIGHT Observe CLB light (white) on, T/O light off, CRS light off.

PRESSURISATION……………………………..CHECKED

Not Implemented. SECONDARY AIR DOORS………….OPEN:LIGHTS OFF

Not Implemented. NOSE / VISOR……………………………….UP / LOCKED

Verify Landing Gear lever is at NEUTRAL. Set Visor/Nose lever to UP. AFTER TAKE-OFF CHECKLIST……………..COMPLETE


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Climb – Accelerating to VMO

On passing 4000 feet, another addition of 2% N2 is added, again at 5000 feet and this procedure is carried out until 8000 feet when the throttles are returned to the forward stops. ATC will issue further climb clearances and with any luck and, also cancel the speed restriction allowing the aircraft to accelerate to VMO – which is the optimum speed to climb at. The nose and visor should be raised when accelerating through 250kts. We now reverse the technique that was used to hold a required attitude. Here we held an attitude, and the speed and height followed. Now we want to acquire a speed (VMO), you have to chase the speed. Initially hold 8 degrees attitude and pitch up to acquire VMO, around 8-11 degrees attitude. Flight Director may be engaged, Autothrottle and Autopilot. Note when the autopilot is first engaged, it will engage in PITCH HOLD and HDG HOLD. Once at VMO, the preferred method of climb is to engage either Autopilot or Flight Director into ALT ACQ. This will prime the autopilot with the altitude set in the Altitude Select window. Once the prime light is illuminated, the Autopilot can be engaged into IAS HOLD and, coupled with ALT ACQ, will hold the existing airspeed, in this case VMO, in the climb to the selected altitude. On engagement of IAS HOLD, both Autothrottles can be engaged into a standby mode so that when the Autopilot acquires the selected altitude, the automatic application of Autothrottle IAS HOLD will be commanded by the Autopilot. Many pilots like to hand fly the aircraft and only engage the automatic flight controls just before acquiring the subsonic cruise level. If you wish to couple the INS to the Autopilot, engage the INS to drive the heading control (refer to INS user guide), place the RAD/INS switch to INS and press the INS button on the Autopilot. The INS will now drive the aircraft on the selected track.


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CONCORDE


Climb – Climb Checklist, Mach 0.7 ALTIMETERS…………………………………………….SET

Set subscale to required setting.

FUEL TRANSFER……………………………………….AFT

Set Trim Trans Auto Master to REARWARD Observe – tank 11 inlet Valves MI’s show inline Set tank 11 de-air switch OFF. Observe – tank 11 quantity increasing and tank 9 quantity decreasing. CG moving aft. When the CG is at 55%: Se the Trim Trans Auto Master sel to OFF and guarded. Observe tank 11 Inlet Valves crossline Tanks 9 & 10 pumps low pressure lights off TAKE-OFF CG sw…………………………………NORMAL BRAKE FANS……………………………………………OFF ENGINE CONTROL SCHEDULE……………….NORMAL

Not Implemented. SEAT BELT SIGNS………………………...AS REQUIRED

Set the seat belt sign to OFF when no longer required. TAXI TURN LTS…………………………………………OFF

When clear of the terminal area, set the TAXI TURN lights to OFF. NOZZLE OVERRIDE LIGHTS………………………....OFF SECONDARY AIR DOOR sws………………………OPEN SECONDARY NOZZLES…………………..MODULATING CLIMB CHECKLIST……………………………COMPLETE


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Subsonic Cruise Subsonic Cruise – Flying Towards the Acceleration Point

Before Concorde, breaking the sound barrier was reserved for the brave few in military fighters. Now, it has become much more routine, but it still holds a great fascination and sense of achievement. The phrase ‘Sound Barrier’ is really quite meaningless because there isn’t literally a barrier. As an aircraft (or any body), it disturbs the air around it that forms into little molecules of pressure, which in turn expand at the speed of sound. The closer an aircraft flies to the speed of sound, the less time there is for the molecules to literally ‘get out of the way’ in any direction. There is no problem at subsonic speeds, but as the speed of sound is approached these pressure waves form into a build-up in front of the aircraft to produce an invisible cone. At the speed of sound (Mach 1.0) the cone changes into a flat shockwave, which can be regarded as the ‘invisible wall’, hence the term ‘Sound Barrier’. Beyond the speed of sound, the shock waves revert to a conical shape. A similar wave from the tail behaves in much the same way as the air expands back to its normal pressure. This shockwave can be seen on the primary pressure instruments, namely the VSI and Altimeter when penetrating Mach 1. It is the passage of an aircraft through the speed of sound that results in the sonic boom that can be heard on the ground all the time that aircraft is supersonic. Some people that the as theasaircraft through thethe sound barrier.believe If you could runboom alongonly sideoccurs the aircraft it flies,breaks you would hear boom all of the time. For this reason, supersonic cruise is restricted to Oceanic regions and very unpopulated areas. This restricts the aircraft to beginning the acceleration procedures until it is west of Cardiff in the Bristol Channel, thus requiring a subsonic leg to be flown. The engines are designed to fly Concorde through various drag regimes, hence the use of reheat. The subsonic cruise is not strenuous on the engines at all, they are merely ticking over. The aircraft is flown at an altitude that provides the highest True Airspeed, with the minimal fuel flow possible. This is somewhere in the region of 320-400KIAS and between 26,000ft and 37,000ft. On our subsonic leg to the Acceleration Point (UPGAS), this altitude is 26,000ft and at 400kts, which coincides with Mach 0.95. The Autothrottle should now be engaged in MACH HOLD, and the Autopilot engaged in ALT HOLD and INS.


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CONCORDE


Supersonic Climb Subsonic Climb – The Acceleration

On passing UPGAS, Concorde is cleared to climb and accelerate to FL600. At this point, there are two techniques used for climb: 1. The preferred method is to disengage the Autothrottle and place the throttles at the forward stops. Engage the reheats; inboards then the outboards and select Pitch Hold on the autopilot. This selection is maintained through M1. You cannot change AP modes while accelerating through Mach 1! As the aircraft accelerates, use the pitch datum lever to increase the pitch attitude to maintain VMO. At 32,000ft the barber pole will begin to move. Engage Max Climb. 2. Disengage Autothrottle and place the throttles at the forward stops. Engage 'Max Climb' mode, as well as the four reheats using the same procedure described above. This will put the aircraft into a climb holding VMO. This mode is used throughout the rest of the acceleration, coupled with 'Max Cruise' when the aircraft acquires Mach 2. On the flight deck, the pressure wave has a visible effect on the primary instruments as they fluctuate; this is due to the wave passing along the aircraft and over the static vents. The reheats are required to power the aircraft through the main drag regime between Mach 0.97 and Mach 1.3 – and are left lit until Mach 1.7.


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Subsonic Climb – Transonic Checklist AUXILARY INLETS……………………………………SHUT

Not implemented. SECONDARY NOZZLES…………………………<15 DEG

Observe the SECONDARY NOZZLES indicate less than 15 deg. Supersonic flight is permitted with bucket angles of up to 27o. REHEAT…………………………………………………..ON

Advance throttle levers fully. Select Reheats in symmetric pairs – selected lights on. Observe fuel flow increase, FT flags appear and area increase Start clock for reheat timing. FUEL TRANSFER………………………..TRANSFER AFT

Set TRIM TRANS AUTO MASTER to REARWARD. Observe – tank 11 inlet valves show inline - tank 11 quantity increasing - tank 9 quantity decreasing - CG moves rearward If CG position approaches 0.25% of the aft bug: Set the TRIM TRANS AUTO MASTER to OFF until the CG position is midway between the forward and aft bugs, then set the TRIM TRANS AUTO MASTER to REARWARD. Repeat as necessary. When tank 11 quantity equals the load limit initial cruise quantity. Observe – tank 11 inlet valves MI’s crossline and contents remain at initial cruise quantity. -

Tank 5 & 7 inlet Valves MI’s inline and quantities increasing.

In the event of tank 5 and/or tank 7 reaching high level, the respective Inlet Valves will shut until the level falls. Continued…


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CONCORDE


Subsonic Climb – Transonic Checklist FUEL TRANSFER………………………..TRANSFER AFT Continued…

When tank 9 quantity is approximately zero. Observe – tank 9 pumps low pressure lights on. When tank 9 low pressure lights have been on steady for more than 20 seconds, set tank 9 pump switches OFF. When CG position equals 59% or tank 10 is empty, set TRIM TRANS AUTO MASTER to OFF and guarded Observe – tanks 5 & 7 Inlet Valves MI’s crossline. Set the tank 9 and 10 load limit control to 8000kg. Set the tank 11 load limit control to the load sheet (landing ballast fuel tank 11 or zero).

At M = 1.0 PRESS STATIC HEATERS…………………………….OFF

Set PRESS STATIC HEATERS sws OFF. ENGINE ANTI-ICE………………………………………OFF

Set the engine anti-ice switches to OFF. Observe IGV PRESS lights off. WING & INTAKE ANTI-ICING………………………….OFF

Set the wing and intake anti-ice rty to OFF. TRANSPARENCY DE-ICE, DEMIST………………….OFF

Verify DV DE-MIST sws OFF, VISOR DE-ICE sws OFF, W/SHIELD DE-ICE sells OFF.


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Subsonic Climb – Transonic Checklist At M = 1.1 SECONDARY NOZZLES………………………….0.5 DEG

Observe SECONDARY NOZZLES indicate 0-5deg. At M = 1.3 INTAKES………………………………………….CHECKED

Observe ramp position moves to approx 10% to 20%.

At M = 1.7 REHEAT………………………………………………….OFF

At M1.7 or when 15 min has elapsed since reheat light up initiated. Set reheats OFF in symmetrical pairs. Observe engine fuel flow drops by approximately 35% and fuel flow instruments flag reads FE, reheat selected lights off. AFCS……………………………………………………...SET

Confirm that the same system AP, AT and FD are selected i.e. No. 1 AP, No. 1 AT, No.1 FD or No. 2 AP, No. 2 AT, No.2 FD


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Subsonic Climb – Transonic Checklist When Fuel Transfer Is Complete FUEL TANK PRESSURE……………………….CHECKED Not Implemented. DE-AIR PUMPS………………………………………….OFF

Set tank 10 de-air pumps and tanks 6 and 8 right hand pumps to OFF. TANK 9 + 10 LLC……………………………SET 8,000 KG

Set this value to allow override sw to transfer fuel forward from tank 11 without a reverse transfer occurring when override switch placed back to normal. TANKS 5A, 7 A………………………………….TRANSFER

Set TRANS VALV 5A-5 & 7A-7 switches to OPEN. Observe TRANS VALVE 5A-5 & 7A-7 MI’s show inline. This transfer should be made as early as possible after the completion of the trim transfer to prevent excessive kinetic heating of the fuel in tank 5A and tank 7A. In the event that tanks 5 and 7 will reach high levels, the respective inlet valves will close until the levels have fallen. When tank 5A and tank 7A PUMPS LOW PRESSURE lights (yellow) come on set PUMPS to OFF. Set TRANS VALVE 5A-5 and TRANS VALVE 7A-7 switch to SHUT and observe MI’s show crossline. TANK 1 & 4 sw……………………….AFT TRIM (AS REQ)

When fuel transfer from tank 5A into tank 5 and tank 7A into tank 7 has commenced, place the AFT TRIM switch to AFT. Observe – tanks 1 and 4 reduce in quantity to counteract the loss of fuel from the A tanks to maintain CG position. At FL500 ENGINE FLIGHT RATING…………………………CRUISE

Set ENGINE FLIGHT RATING switches (4) to Cruise. Observe CRS light (white) on. TRANSONIC CHECKLIST……………………COMPLETE


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Subsonic Climb – Cruise Climb

Providing the autopilot is engaged in MAX CLIMB mode the autopilot will, at the “corner point” between 530 kts and M = 2.00 or TMO, automatically engage in MAX CRUISE. This engagement will be observed at or before 50,200 feet. At the same time the Autothrottle will engage in MACH HOLD. The autopilot/Autothrottle combination is programmed to increase Mach number to 2.02 and return to 2.00. The Autothrottle MACH HOLD light will not go off until the throttles are again fully open and the Mach number has reduced to 2.01 or 100 seconds have elapsed. When the limiting cruise climb condition is TMO, the climb phase immediately following the corner point will be achieved at a speed for which TMO may be exceeded by a few degrees. Throughout the cruise climb if an overspeed starts to develop, the primed Autothrottle will become active and the MACH HOLD light will come on. Cruise Climb is the most efficient way for the aircraft to fly at these altitudes. Using a fixed power setting, the fuel is burnt off, which decreases the weight of the aircraft, which allows it to climb higher. A bit like the same way any other commercial jet liner would, they 'step climb'. Like the Concorde, as they burn off fuel, they will 'step up' to the next flight level. Concorde doesn't need to perform these steps, as it is the only aircraft operating on the airway in only one direction. E.g. All the Westbound flights will fly on the SM Track, and all the eastbound flights will fly the SN. In Concorde, this 'Step Climb' is referred to as 'Cruise Climb', which was used by other aircraft in the early days before subsonic airspace became more populated. The temperature on the nose from take-off to landing varies greatly. When the aircraft is flying subsonic, the skin temperature will reflect that actual outside air temperature, o around –50 C. As the airspeed increases, the rush of air across the aircraft causes kinetic heating and, at Mach 2, this can increase the total temperature of the aircraft to 127oC (TMO). The maximum allowable temperature for the aluminium alloys isn’t too far off this temperature, which is why the TMO restraint must be enforced. This kinetic heating also expands the aircrafts length by about 8-10 inches, which then contracts in descent and deceleration.

When the wing tanks 6 and 8 contain 2500Kg, return AFT TRIM switch to NORM.


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Deceleration and Descent Deceleration and Descent - Planning o

At 60 West longitude the crew must begin preparing for deceleration and descent. The sonic boom carpet prevents the aircraft from flying within a 35-mile proximity to land, and so must be slowed to subsonic speeds. Two booms are created, one of which is the primary boom, which comprises of two shock waves directly from the aircraft down to the ground. One can picture these waves as similar to those from the bow of a boat. This boom is very loud and is not permitted over land, with only a few exceptions made for extremely sparse populated areas. The second, initially created from the primary boom, is reflected in the atmosphere and may be projected in strong winds. This is heard as a less distinct double-boom and passes by as a distant thunder like rumble, usually unnoticed. The deceleration point is calculated using a table found in the 'normal checklist'. The aircraft will level off at its current altitude and this is then looked up on the table; lets say FL580 (roughly what you'll end up at on a LHR-NY route). Lookup the distance required to decelerate to Mach 1 under the current altitude and wind-speed / o direction. E.g. 50Kts headwind and an ISA of –3 C. So at FL580, with a 50Kts headwind, it will take 139Nm to decelerate to Mach 1 and a constant descent rate, be level at 14,000ft by OWENZ. The requirement on with the SM2/SM2A track is to be Mach 1 before LINND, with other boom restrictions concerning the distance from Nantucket (ACK). The deceleration procedures into London are a little more complicated: It is required that when flying into London that the engines are warmed after decelerating. Using a similar table to what is used on the NY and Barbados routes, the distance to descend and decelerate to FL410 is calculated. The restriction on the SL3 route is to be Mach-1, 110nm before MATIM, Combe Martin in North Devon. In the summer season, this is reduced to 55Nm before MATIM. Again, for an example lets say that at the end of the cruise the aircraft is at FL580 with a 40Kts tailwind. It will take 112nm to descend to FL410 - and so the Decel Point is 222Nm from MATIM.


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Deceleration and Descent - Planning

FLIGHT LEVEL

DISTANCE COVERED NM MEAN TAS FUEL TIME 50 KT ZERO 50 KT (KT) (KG) (MIN) HEAD WIND TAIL

600

618

2690

19

174

189

204

580 560 540 520 500

609 603 597 590 579

2630 2570 2550 2530 2510

19 18 18 18 17

172 169 166 161 155

186 184 180 174 167

201 198 194 188 181

480 460 450 430 410

564 470 467 456 445

2430 1850 1820 1770 1720

17 13 13 12 12

143 91 89 83 78

155 101 98 92 86

168 110 107 101 95

390 370 350 330 310

438 430 418 410 406

1670 1620 1580 1550 1520

11 11 10 10 9

73 69 65 61 57

81 76 71 67 63

89 84 79 75 69

290 270 250 230 210

400 395 382 375 367

1490 1460 1430 1400 1370

9 8 8 7 7

52 48 44 40 37

58 54 49 45 41

64 59 54 50 45

190 170 150 130 110 100

364 354 341 326 322 316

1340 1300 1270 1240 1210 1190

6 6 5 5 4 4

33 30 27 23 20 19

37 33 29 25 22 20

41 37 32 28 24 22

90 70 50

377 372 367

120 90 60

2 1 1

11 8 5

12 9 6

14 10 7

30

362

20

1

2

2

3


To calculate the distance required to descend and decelerate to be level at 14,000 feet by OWENZ: Lookup the distance for FL580 – 172Nm. Lookup the distance to descend from 14,000ft – 25Nm. Subtract 25 from 172 = 147Nm Subtract the difference between ISA and +5 (if ISA < +5). ISA = -3 o Difference = 8 C Subtract 8 from 147Nm: Distance of Deceleration point from OWENZ = 139Nm The Decel Point is 21Nm to KENDA

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Deceleration and Descent – Deceleration and Descent Checklist WARNING AND LOG DISPLAY……………….CHECKED

Press and hold the captains warning and landing display TEST push button. Observe AP light (red), AT light (red), LAND 2 and LAND 3 lights (green) and DH light (amber) on. Observe brief audio warning (cavalry charge).

BRIEFING…………………………………………..STATED Aide-Memoir: Decl. Point, ADD’s/MEL, AIS/ATIS, Sig.Wx., Terrain/SSA/MSA, Transition Level, STAR, Approach / Go-Around/Radio Aids, R/W State / Stopping / Airfield, Fuel Capability / Alternate, AWO……...Review SAFTEY ALTITUDE……………………………..CHECKED

Check the safety altitude on each leg and ensure that adequate terrain clearance is maintained at all times.

F/P ETA

NEXT POSITION REV ETA LINND

72W

OWENZ

PASS S.H. TO WAYPOINT FREQ Ft x DIST TIME 1000 N39 24.6 W071 42.8 3.0 56 8 N39 20.0 W072 00.0 2.0 14 9 N39 49.3 W072 50.0 3.0 48 1

ASI BUGS………………………………………………...SET

Set ASI bugs for landing. Our planned landing weight for landing is 104T. Look this up on the LandingWeight/VREF chart. VREF is 157kts. Set the bugs to VREF, VREF + 7, VREF + 10 and VREF + 30. (157/164/167187 ).


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Deceleration and Descent – Deceleration and Descent Checklist ALTIMETERS…………………..SET / CROSS CHECKED

Standby flags clear Set bugs to DA (Decision Altitude) and airfield elevation Cross check settings. RADIO ALTIMETERS………………………………DH SET

Set decision height DH on bugs and crosscheck. The Deceleration and Descent.

The optimum descent speed is M0.93/350kts. Approaching the decel point, set the cleared flight level in the Altitude Select Window and maintain the end of cruise flight level by engaging the APFD in ALT HOLD mode. o Disconnect autothrottles and throttle back to 18 TLA. As the IAS reduces through 360kts engage autopilot ALT ACQ Mode which automatically engages VERT SPEED mode at 800ft/min. When the speed reduces to 350kts engage APFD in IAS HOLD mode to descend at 350kts, and at M1.50 throttle o back to 32 TLA. Note that the power reductions cause a marked pitch down tendency. If Subsonic Cruise Required: -

The distance for decel/descent to FL 410 and M1.00 is extracted from the table in the Normal Checklist, and FL410 pre-set in the Altitude Select window. The ATC cleared level should be noted on the Communication Flight plan. At the decel. point commence deceleration as described above. On achieving ALT ACQ capture for FL 410 and when the rate of descent reduces to less than 1000 ft/min set the next cleared level in the Altitude Select window. Note the APFD will revert to PITCH HOLD with ALT ACQ primed from this action. At M0.97, the Flight Engineer will gently increase power to 86% N 2 and begin a timing of one minute at 86%. The increase to 86% N 2 should be made over approximately 5 seconds, taking care not to overswing. At M0.95 select autopilot MACH HOLD: this will ensure that the aircraft descends initially at M0.93 to M0.95. Finely adjust to M0.93 using the DATUM ADJUST control for the subsonic descent.


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Deceleration and Descent – Deceleration and Descent Checklist AT DECELERATION POINT ENGINE RECIRC VALVES…………………………..OPEN

Not Implemented. o

THROTTLES……………………………………………...18

Retard Throttles to 18 degrees. TANKS 1 & 4………………………………………….NORM

Confirm that TANKS 1 & 4 switch is at NORM. TANK 11 HYDRAULIC PUMPS……………………….OFF

Set both hydraulic pumps to OFF. FUEL TRANSFER……………………….TRANSFER FWD

Set tank 9 + 10 load limit control to landing value. Observe the CG position and Mach number. If… The CG is forward of or equal to 57.5% and speed is above M = 1.5. Wait until the speed reduces to M = 1.5. If … The CG is rearward of 57.5% and the speed is above M = 1.5. Set the TRIM TRANS AUTO MASTER sel to FORWARD. Observe the CG moves forward When the CG reaches 57.5%. Observe Mach number. IF above M = 1.5. Set the TRIM TRANS AUTO MASTER to OFF. Wait until the speed reduces to M = 1.5. Continued…


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Deceleration and Descent – Deceleration and Descent Checklist FUEL TRANSFER……………………….TRANSFER FWD AT M=1.5

Verify the TRIM TRANS AUTO MASTER sel at FORWARD. Observe the CG moves forward. When the CG reaches 55%. Observe Mach number. If… The speed is above M = 0.93 Set the TRIM TRANS AUTO MASTER sel to OFF until the speed reduces to M = 0.93 Then providing a subsonic cruise leg is not planned set the TRIM TRANS AUTO MASTER to FORWARD. When tank 9 contents equal the preset load limit. Observe tank 9 INLET VALVE MI’s (2) show crossline and tank 5 and tank 7 INLET VALVE MI’s show inline. When contents of tank 5 and tank 7 are over 100kg Verify tank 5 and tank 7 PUMPS selectors and switches to ON. Verify tank 11 contents are equal to the preset landing ballast quantity. Observe tank 5 and tank 7 INLET VALVE MI’s show crossline. Set TRIM TRANS AUTO MASTER selector to OFF. Observe CG position is forward of 53.5% ENGINE FLIGHT RATING………………………….CLIMB

Set ENG FLIGHT RATING switches (4) to CLIMB Observe CLB light (white) on, CRS light off. At M = 1.5 o

THROTTLES………………………………………………32

Retard throttles to 32 degrees. The throttle lever position of 32 deg ensures adequate air-conditioning flows at speeds greater than M = 1.00


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Deceleration and Descent – Deceleration and Descent Checklist At M = 1.3 INTAKES………………………………………….CHECKED

Observe that the ramps are up and the spill doors are closed. At M = 1.00 THROTTLES………………………………………AS REQD

Retard the throttles to idle, or carry out 86% procedure at M = 0.97 or at M = 1.10 if on cleared to FL410 or FL390. PRESSURISATION……………………………………..SET

Not Implemented. PRESS STATIC HEATERS……………………………..ON

At M = 1.0 or before descent if subsonic. Verify PRESS, STATIC HEATERS switches (2) at ON. TRANSPARENCY DE-ICE, DEMIST…………………..ON

At M = 1.0 or before descent if subsonic. Set W/SHIELD DE-ICE sels (2) to LOW Observe O/HEAT lights (2) off. Set VISOR DE-ICE switch (2) to ON. Observe O/HEAT lights (2) off. Set DV-DE-MIST switch (2) to ON. Observe O/HEAT lights (2) off. THROTTLE MASTER sw…………...OTHER SELECTION

Select Throttle Control Units to other selection. Observe all THROT lights off. Pedestal

DECELERATION AND DESCENT CHECKLIST………………………………COMPLETE


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Deceleration and Descent – Subsonic Descent

Should ATC ask for the aircraft to descend to a lower level in a short period of time, a feature called ‘idle-reverse’ is used. Activated using the spoiler key on the simulator. On Concorde with the throttles idle, the aircraft can have very good descent rates. However, with the application of idle reverse (only on inboard engines), the aircraft can plummet at 11,000ft per min! There are four restrictions when using this feature: 1) Must be subsonic 2) Must be below 30,000ft 3) Must be below 370KIAS 4) Can only be used for a maximum of 4min.

The secondary nozzles (2+3) can be seen here extended to the in-flight reverse position.


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Approach and Landing Approach and Landing – Holding Patterns

Recommended airspeed and timings are as follows: FL150 and above 280kts 1.5mins FL140 and below 250kts 1 min Due to Concorde’s higher holding speeds it is essential to monitor all parameters closely to ensure that the aircraft stays within the protected holding area. For short term holding (at typical landing weights) fuel required is approximately 1000kg/hold. Nose and Visor

Below 250kts the visor must be down with the nose at 5 o or “down” (cockpit visibility consideration). Nose and visor operation must not be made below 500ft above the terrain. When the nose and/or visor are moved, the aircraft’s flight path should be maintained by either the autopilot or by instrument reference, in order to guard against any tendency for disorientation Angles of Attack

The angle of attack approximates closely to the pitch attitude required for level flight. The incidence meter can thus be used as a guide to attitude required. At typical landing weights the angle of attack for given airspeeds are approximately:250kts = 6o to 7o o o 210kts = 9 to 10 o o Vref = 13 to 14 Noise Abatement

Noise and fuel consumption are both greatly increased at low speed. It is therefore important to carefully plan and monitor descent and speed reduction, avoiding prolonged low altitude or low speed flight.


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Approach and Landing – Approach Checklist CABIN CREW CALL………………………..”15 MINUTES”

Cabin Crew 15 minutes to landing. LANDING BRIEFING……………………………...UPDATE

Update the landing briefing as necessary. TAXI TURN LTS………………………………………….ON

For every approach, set the TAXI TURN light switches to ON. RAD / INS sw…………………………………………….RAD

Set both RAD/INS switches to RAD Observe both HIS that RAD and MAG displayed. SEAT BELT SIGN………………………………………...ON

Set FASTEN SEAT BELT switch and the NO SMOKG switch to ON. ENGINE RATING MODE……………………….TAKE OFF

Set ENG RATING MODE switches to T/OFF. Observe T/O light (white) on, CLB light off. BRAKE FANS……………………………………………OFF ENGINE RECIRC VALVES…………………………..SHUT ENGINE CONTROL SCHEDULE……………APPROACH SECONDARY AIR DOOR sws………………………AUTO

Not Implemented. ENGINE FEED PUMPS…………………………….ALL ON

Verify all ENGINE FEED PUMP switches are ON. CROSS FEED VALVES………………………………SHUT

Verify CROSSFEED rotary selectors at crossline position.


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Approach and Landing – Approach Checklist SSB…………………………………………..AS REQUIRED BATTERIES / d.c. split sw…………………AS REQUIRED

Not Implemented. FUEL / WEIGHT / CG…………………………...CHECKED

Update landing data card fuel and weight figures as required. Verify CG within landing limits. ASI BUGS…………………………………………..UPDATE

Update the ASI bug settings as required. SEATS & HARNESS…………………LOCKED PWR OFF & SEC VISOR / NOSE……………………………..DOWN / 5 DEG

Set the Visor/Nose lever to VIS/0. Observe visor moves downwards. Unlock light on, then off. Visor MI reads down. 5 deg lock light is off. Set the Visor/Nose lever to 5 DEG Observe nose moves downwards. Unlock light on, then off. Nose MI reads 5 DEG. 5 deg lock light remains off. ALTIMETERS / RAD ALTS…………QNH SET / UPDATE

Set QNH on altimeter Update altimeter DA and DH bugs as required. APPROACH CHECKLIST…………………….COMPLETE


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Approach and Landing – Procedures and Techniques

By 1000ft Radio Altitude (RA) the aircraft should be established on the correct approach path for the runway of intended landing with the visor, nose and gear in the configuration. The speed should be stabilized below 195kts as appropriate to the approach in use. If these criteria have not been met then serious consideration must be given to an immediate go-around At 500ft RA the aircraft must be stabilized in the planned landing configuration, the glideslope or correct vertical profile established, approach power set and indicated airspeed no more than the target threshold speed plus 20kts. If these criteria have not been met then an immediate go-around must be carried out. Pitch Attitude o

On final approach with speed stable at VTT pitch attitude is normally about 10.5 on a o 3 glideslope. It will be found useful to set the white pitch index bug to this position. ILS – Reduced Noise Approach

The Reduced Noise Approach (RNA) is the standard approach used for Concorde operations and will be flown except when precluded by equipment, runway or weather conditions. The RNA reduces approach path noise and provides savings in both fuel and time. In broard principal it is a Vref + 40 (min 190kts)/Vref +7 procedure, stabilized by 500ft RA. Procedure: Upon reducing to Vref + 30 (min 190kts) engage AT in IAS HOLD: preset V TT in IAS ACQ window. Fly ILS glideslope at Vref + 30 (min 190kts) down to 800ft RA. At 800ft RA engage AT in IAS ACQ mode. Should inertial ground speed be greater than 220kts at 1000ft RA, then IAS ACQ must be selected at that point. At 500ft RA the P2 will check that the glideslope, speed and AT actively are satisfactory and call “Stabilized”, or which ever parameter is unsatisfactory.


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Approach and Landing – Procedures and Techniques ILS – All Weather

The Flight Director will normally be used for all ILS approaches but as with other aircraft it is essential that the pilots also monitor the raw data. Localiser capture is “all angle” with a recommended intercept angle of between 20o o and 60 . Establish an intercept heading using ALT HOLD and TRK/HDG modes, reduce speed to Vref + 30 (min 190kts) wit autothrottle in IAS ACQ, then prime VOR LOC. The command to turn onto the localiser should be carefully watched as the the Flight Director may require immediate response to accomplish this without overshooting the centre line. When on the localiser prime GLIDE. Approaching the glideslope will be indicated by the glideslope pointers of both ADI and HIS. Landing gear should be selected down and landing checklist called at 1.5 dots below glideslope. Interception of the glideslope will be indicated by the lowering of the pitch command bars plus the GLIDE caption becoming illuminated. Back Beam ILS

Back Beam mode is used when flying in the opposite direction to the ILS front beam. To ensure that HIS presentation is correct the front beam QDM must be set on the VORLOC rotary selectors. The expanded LOC indication of the ADI is in the reverse sense when flying the opposite direction to the ILS front beam. Back Beam is not a capture mode therefore to establish final approach during a back beam approach, TRK/GDG mode should be used until within one dot beam bar deflection and =/- 30o of the inbound heading before selecting Back Beam.


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Approach and Landing – Landing Checklist LANDING GEAR………………………………...4 GREENS

Set the L/GEAR lever to DOWN. Observe LH, NOSE, T and RH arrow lights (green) (4) on and LH SHORT, RH SHORT, UPPER LOCKS and transit lights off at end of lowering sequence. NOSE……………………………………..DOWN & GREEN

Set VISOR/NOSE lever to DOWN. Observe 5DEG light on and then off. Light (green arrow) on. Nose MI reads DOWN. BRAKES…………………………….CHECKED / NORMAL

Verify the brakes lever is at NORM. Observe BRAKES FAIL light off. ANTI-SKID………………………………………..CHECKED

Observe brakes ANTI-SKID R lights (red) on.

AUX INLETS……………………………..OPEN / X-HATCH YELLOW SYSTEM………………………………CHECKED

Not Implemented. LANDING CHECKLIST………………………..COMPLETE


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Both autothrottles should be engaged. If available, for all 4-engine and 3-engine approaches whether visual or instrument, manual or automatic. The pilot flying the aircraft will keep one hand on the throttle throughout the final approach in order to detect and rectify autothrottle failure or unscheduled movement. Except during autoland, autothrottles should be disengaged at 40ft and the power disengagement maintained until reaching 15ft. Height Calls

In addition to the pilot calls of “100 above”(to decision height) and “Decide”, the procedure is for the Flight Engineer to call “Radio Altimeter Active”, then radio altitudes of “1000ft”, “800ft”, “500ft”, “400ft”, “300ft”, “200ft”, “100ft”, “50”, “40”, “30”, “20” and“15”. Power Reduction at 15 Feet

Smoothly decrease power to idle at 15feet. The lift due to thrust in the approach attitude is significant therefore the power reduction is important in effecting the flare Pulling the power right off above 15ft can induce an undesirable high rate of descent. As with other aircraft it is important that excessive rates of descent do not occur near the ground. If the rate of descent is higher than normal, this must be reduced prior to throttle closure. Crosswind Landings

Crosswind landings present no problems. The wings are kept level during flare and at 15ft the crab angle smoothly removed with rudder. Go-Around

The go-around is initiated by disconnecting the autothrottles and expeditiously o applying full power without reheat. Rotate to a pitch attitude of 15 and level the wings. When a positive climb is established select the gear up. Once speed as increased to above Vref + 50 reduce power to 95% N2 and engage autothrottles for 250kts, then reduce pitch attitude to achieve a rate of climb of approximately 2000 feet/min. Above 500 feet ensure the gear is up and the lights off, then select the lever to to o neutral and nose to 5 .


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Below about 100ft no attempt is made to follow the glideslope but the mean attitude and rate of descent at 100ft maintained until commencing the flare. Normally at 20ft carry out a slight check, followed by a gentle flare at 15ft as the throttles are closed. From that point it is necessary to apply increasing back pressure to the stick to maintain the aircraft attitude prior to touchdown. Both ground effect and throttle closure cause a marked nose down tendency. Visual cut off is considerable on Concorde making it essential to look at the far end of the runway during the flare. This is particularly important at night when there is tendency for the pilot to look at the area illuminated by the landing lights. Ground Effect

Ground effect is very noticeable on Concorde. The pilot feels it as a significant nosedown tendency. If he corrects this to maintain the established pitch attitude, he is in effect commencing a flare on the control column without significantly altering the aircrafts pitch attitude. This flare is then continued to reduce the rate of descent to normal touchdown rates. The attitude change here is very small, in the order of about half a degree at Vref, or 1 degree at Vref + 7. Autoland

Position the aircraft onto the localiser as described in ILS approach. Press LAND to prime the selection of LAND, LOC and GLIDE. Once LOC and GLIDE lights are on, they will extinguish and LAND light will illuminate providing that both autopilots are engaged. Autothrottle automatically retards the throttles during the flare. When the mainwheels touch, the autopilot and autothrottle should be disengaged and the nosewheel smoothly lowered to the ground. Selecting Reverse

As soon as the mainwheels touchdown, reverse idle should be selected and the nosewheel smoothly lowered onto the ground. When the nosewheel has touched, reverse power should be selected. The control column should be kept slightly forward of neutral to counteract the nose-up tendency as reverse power is increased above idle. Normal reverse should be selected on all four engines. At 100kts IAS reverse idle is selected on bout outer engines. At 75kts IAS reverse idle is selected on both inner engines. Reverse idle is permitted on all engines down to 50kts. As this speed is not indicated on the ASI, it should be noted from the HIS groundspeed.


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After Landing and Taxi After Landing and Taxi – Vacating the runway & After Landing Checklist

Vacate the runway not above a taxi speed of 30kts on a high speed taxiway, or 10kts on a dry 90 degree taxiway turnoff, 6kts in wet conditions. As the aircraft is now lightweight, it is required to shut the inboard engines down to aid in taxiing. This is done by turning off the AUTO IGNITION switches, followed by placing the HP VALVE switches for engines 2 and 3 to SHUT. Any Landing or Taxi Turn lights must also be retracted and turned off. The After Landing Checklist then ensues: TYRE LIGHT……………………………………..OBSERVE BRAKE FANS……………………………….AS REQUIRED

Not Implemented. MASTER WARNING………………………………..INHIBIT

Press INHIBIT push button. NOSE…………………………………………………..5 DEG

Select nose to 5o. o Set VISOR/NOSE lever to 5 . FLIGHT CONTROL INVERTERS…………………OFF LIV

Set BLUE INVERTER sel to OFF INV and observe flight control channels MI’s (9) read G. Set GREEN INVERTER sel to OFF INV and observe flight control channel MI’s read M. RADAR…………………………………………………...OFF SSB………………………………………………….CLOSED RAMP SPILL MASTER sws………………………….MAN

Not Implemented. INBOARD ENGINES……………………….AS REQUIRED AUTO IGNITION……………………………………….OFF

Set the AUTO IGNITION switches (4) to OFF.


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FLYING MANUAL

TUTORIAL After Landing and Taxi – Vacating the runway & After Landing Checklist PRESS STATIC HEATERS…………………………..OFF

Set the PRESS STATIC HEATERS switches (2) to OFF. ADS AND STBY HEATERS…………………………..OFF

Set the DRAIN MAST HTRS switches (3) to OFF WING & INTAKE ANTI-ICING………………………..OFF

Verify WING AND INTAKE ANTI-ICING MAIN sel OFF,ALTERN sel OFF. Observe INT lights (2) off, CYCLIC lights (2) OFF. W/SHIELD EMERG DE-ICE sws………OFF / GAURDED

Verify the W/SHIELD EMERG DE-ICE LEFT and RIGHT sws at OFF. TRANSPONDER……………………………………..XPDR

Set ATC mode selector to STBY. PRESSURISATION…………………………….CHECKED SECONDARY AIR DOORS……………AUTO, SHUT and LIGHTS OFF BATTERY/DC SPLIT SWs…………………….ON / normal BRAKE TEMP lts………………………………...CHECKED SLIDES………………………………DOORS RO MANUAL

Not Implemented.


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FLYING MANUAL

TUTORIAL After Landing and Taxi – Vacating the runway & After Landing Checklist

TANK 9/10 SHUT DOWN FUEL……………………4,000 KG

Observe tank 9 (10 in simulator) contents are 4,000Kg or more. If tank 10 contains less than 4000Kg and fuel is available in tank 1,2,3 and 4: Verify tank 11 INLET VALVES MI’s show crossline. Verify JETTISON MASTER VALVES MI’s show crossline Set tanks 10 STANDBY INLET VALVES selector to OPEN Set tanks 1,2,3 and 4 jettison valves to open Observe tank 10 quantity increasing. When tank 10 contents reach 4000Kg. Set tanks 1, 2, 3 and 4 jettison valves switches shut Set tank 10 STANDBY INLET VALVE Shut.

AFTER LANDING CHECKLIST……………...COMPLETE


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Parking Parking – Parking Checklist BRAKES………………………………………………..PARK

Set brakes control lever to PARK. Observe BRAKES pressure gauge indicating full scale and BRAKES EMERG light (amber) on. LIGHTS & TRANSPARENCIES….OFF / RETRACT: OFF

Set the MAIN LANDING LIGHTS, LANDING-TAXI LIGHTS and TAXI-TURN LIGHTS to RETRACT and OFF. Verify WINSHIELD DE-ICE selectors OFF. VISOR DE-ICE switches at OFF. DV DEMIST switches at OFF. NOSE / VISOR……………………………..AS REQUIRED

Set NOSE/VISOR lever to UP. Observe NOSE MI reads UP and VISOR MI reads UP. EMERG GENERATOR sel…………………………..AUTO BATTERIES (G-BOAG ONLY)………………………….ON GROUND POWER……………………………………….ON

Not Implmented. HP VALVES……………………………………………SHUT

Retard throttle levers to idle. Set HP VALVE switches (4) to SHUT. Observe HP valve MI’s (4) read SHUT and engine(s) run down. THROTTLE MASTERS………………………………..OFF

Set THROTTLE MASTER selectors to OFF. ANTI-COLLISION lts…………………………………..OFF FASTEN SEAT BELTS………………………………..OFF ENGINE ANTI-ICING………………………………….OFF IGNITION……………………………………………….OFF

Verify all switch selections are at OFF.


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Parking – Parking Checklist FUEL PANEL……………………………GROUND STATE

Set ENGINE FEED PUMPS sws (12) to OFF. Verify fuel panel in ground state. I.e.:Tank 9 INLET VALVE MAIN selectors at AUTO, O/RIDE selectors at OFF Tank 9 PUMP selectors at AUTO Tank 10 DE-AIR switch at OFF Tank 10 PUMP selectors at AUTO TRIM TRANS AUTO MASTER selector OFF and guarded Tank 11 INLET VALVES MAIN selectors at SHUT, O/RIDE selectors at OFF Tank 11 PUMP selectors (4) at AUTO Tank 11 DE-AIR switch at OFF STANDBY INLET VALVES switches (9) at SHUT Tanks 5A and 7A PUMPS switches at OFF TRIM PIPE DRAIN switch at SHUT TRANS VALVE 5A-5 and 7A-7 switches at SHUT Tanks 5 and 7 PUMPS selectors at OFF Tank 5 and 7 INLET VALVE MAIN selectors at AUTO, O/RIDE selectors at OFF Tanks 6 and 8 PUMPS at OFF INTER CON VALVE (6-7) and (5-8) switches at SHUT Fuel Jettison transparent cover shut and JETTISON MASTER VALVES MI’s (2) crossline. FUEL PANEL……………………………GROUND STATE BATTERIES………………………………………BATT OFF INS…………………………………………POST FLT INFO CHOCKS……………………………………...IN POSITION BRAKE FANS……………………………….AS REQUIRED RADIATION METER………………………………..NOTED INS…………………………………….RELOAD (TRANSIT) FLIGHT DECK DOOR………………………...UNLOCKED FLIGHT DOCUMENTS………………………RETAINED

PARKING CHECKLIST………………………..COMPLETE


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Parking – Stopover Checklist AIR DATA COMPUTERS………………………………OFF INS………………………………………………………...OFF FLIGHT CONTROL INVERTERS………………PWR OFF OXYGEN…………………………………………………OFF GROUND POWER…………………………AS REQUIRED MASTER C/B’s………………………………………….TRIP EMERGENCY lts………………………………………..OFF STOPOVER CHECKLIST……………………..COMPLETE Parking - Flight Engineer’s Leaving Panel Checklist CABIN TEMPERATURE…………………………STABLE CG…………………………………………………CHECKED TRIM TRANSFER……………………………….CHECKED FUEL TRANSFER…………………………………….SAFE ENGINE FEED PUMPS…………………………….ALL ON CROSSFEED………………………………………….SHUT JETTISON SYSTEM………………………VALVES SHUT/ COVER CLOSED EMERGENCY GENERATOR……NORM / GRD BYPASS LEAVING PANEL CHECKLIST………………COMPLETE

I hope you have enjoyed this tutorial and that you had successful flight from London to New York.


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Additional Procedures Additional Procedures – The New York 31L Departure

It was agreed when the aircraft started operating out of Kennedy to the Port Authority that runway 04L would not be used unless the TOW was less than 140,000Kgs. In a situation where 04L has to be used (other runways closed, bad wx etc.) then a stop would have to be made, usually in Bangor or Halifax en-route to London/Paris. Therefore; the only runways available to Concorde for departure are 22R and 31L. Based on 28 years of meteorological data used in the study by British Aerospace and Aerospatiale, the probability of a 31L departure was calculated at 68%. So here’s how the Concorde 31L departure is flown...

NAV1 set to Kennedy VOR (115.9) NAV2 set to Canarsie VOR (112.3) As soon as the aircraft is airborne and has established a positive rate of climb, the Pilot Flying calls for the gear, while the Pilot Not Flying calls ‘TURN’. The PF then banks the aircraft left to 25 degrees, taking about 6 seconds to do so. The aircraft now climbs out at a pitch attitude of ‘theta-2’ (usually around 13.5 degrees), until the cut back time is reached. The cut back time (calculated beforehand, and out of NY on the 31L is usually around 60secs) is the time from the initial takeoff roll that the reheats are extinguished. If by this cut-back-time the aircraft is not above 235Kts, the PF calls ‘negative noise’ - and will delay the selection to extinguish the reheats. On the cut-back-time, the throttles are brought back to a calculated position, depicted by a Throttle Lever Angle (TLA) bug on the throttle quadrant. The next stage in the departure is to look for a heading of 235 degrees. Approaching this heading, the PF reduces the bank angle to 7.5degrees and advances the throttles back to the forward stops. The aircraft is now on full dry max climb power (not full power!) and climbing with an attitude of 18 degrees. The aircraft then continues to turn onto a heading of 176 degrees. It is required to cross the JFK 253 Radial at 2500ft. At this point, the throttles are once again reduced to the TLA bug - and the crew aim to fly over a car park on Rockaway beach, just to the south of the Canarsie VOR (or over the Bridge NDB). When 5Nm outbound from Canarsie, the throttles are advanced back to the forward stops. Thus selecting max climb power, and the aircraft climbs away on NY Departure instructions.


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Concorde - Manual Tutorial Flight Simulator

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