Concorde

[Fly]

Hi leute

 

Ich habe mir die Projet mach 2 Concorde heruntergeladen.

Na ja das flugzeug hat ^nicht so ein schönes 2d cockpit aber sonst :005:

Jetzt ist es so das ich beim fuelmanagment das fuel ganz nach vorne pumpe und trotzdem habe ich eine pitch up von ca. 8°. so erreich ich keine mach 2.02!!!!!!!!!!!!

wenn ich jetzt den Fuel in die normale lage pumpe habe ich 11° pitch up und so gehts natürlich auch nicht!!!

 

Hoffe auf hilfe

 

clemens

[Tis]

Hallo,

 

hatte diese Probleme am Anfang auch (auch sont schaff ich nicht immer M.2.02). Ich glaube, es kommt davon, wenn man den Steigflug zu schnell macht. Denn man muss zuerst eine gehörige Menge verbrennen, um überhaupt ein Gleichgewicht herstellen zu können.

Schnell ein Abschnitt zum Steigen der Concorde, entnommen aus einem Artikel bei Vatsim-Uk: Beschrieben ist die Departure ex Heathrow

 

Takeoff mit Nachbrennern, Schubhebel voll(!) nach vorn

bei 170kts rotieren, nase bis 12° Pitch anheben mit etwa 3°/Sekunde. V2 ist bei etwa 220kts (wow!!). Wenn Airborne, Nase bis 20° anheben, immernoch voll Schub und Nachbrenner

 

1min 11 Sekunden nachdem der Takeoff-ROll begann, Afterburner aus und Nase 12° Pitch um 250kts zu halten. Zuerst zu 6000ft climben, dann gibts einen Frequency change, dann weiter steigen auf FL280 und zu VMO (??) welche etwa 400IAS ist, beschleunigen.

 

Bis die Concorde das Land verlassen hat (über Land darf sie ja nicht Überschall fliegen) bleibt sie auf ihrem Unterschalllevel 280 und fliegt mit Mach 0.95 . PItch sollte da etwa 4.5 sein.

 

An diesem Punkt (nach MALBY Int.) hat das Fuelverschieben in den Hinterteil schon begonnen und wird den ganzen FLug weitergehen. Wenn die Concorde den Acceleration Point passiert, darf sie loslegen.

Afterburners wieder anstellen, Nase auf ca. 7* heben um ca. 400 Knoten zu halten. (das wird zwischen FL280 und FL320 durchgeführt). Zwischen FL320 und FL500 Geschwindigkeit 400-530kts, Anstellwinkel 5°.

 

Bei passieren von Mach 1.7 (etwa bei FL430) Afterburner out, mit vollem Schub weitersteigen. Bei FL520 die Concorde beginnt den sogenannten "Cruise Climb", das heisst sie steigt mit nur noch 50fpm (ja, richtig geschrieben: 50) und beschleunigt auf Mach 2.00. Dieser Cruise climb darf lange dauern und ist das Pendant zu den bekannten Step climbs, ausser dass halt eben dauernd gestiegen wird. Bei etwa FL580 FL590 endet der Cruise climb.

 

 

So, das wärs. Reichlich kompliziert, ich weiss :D Den ganzen Artikel kopier ich schnell rein:

 

Concorde calls Heathrow delivery half an hour before departure, confirming that they will be departing on time. Half an hour later, the aircraft is pushed out and begins to taxi to one of the runways.

 

Once lined up, the afterburners are selected and the clocks are set with the call "3-2-1-Now". At this point, the throttles are advanced fully forward (only a few airliners still do this). Initially a couple of nudges of left rudder are required to counteract the asymmetry of No.4 engine which hangs back up to 80Kts. Do nothing with the stick, leave it in its trimmed position. At about 170kts, start to pull back, raising the nose to about 12* with a rate of 3* per second. V2 is usually around 220Kts. Once airborne, continue to raise the nose to 20* with full power and aft burners. After 1 min and 11 secs (after

the takeoff roll began) the burners are disengaged and the nose it brought back down to 12* to maintain a speed of 250Kts. The aircraft then climbs out of Heathrow heading towards Woodley NDB (352) climbing to 6000ft and contacts London Control on 134.125 (Concorde contacts British Airways Terminal on 131.900 briefly, confirming their ETA for JFK). From here, the speed is increased slowly to the VMO (around 400IAS), and the aircraft climbs initially to FL280.

 

After passing Woodley, the aircraft is cleared to Compton VOR (114.35), and cleared to climb to 13000ft, and on passing Compton contacts London Control on 134.750. Now Concorde is cleared to Malby and cleared to climb to it subsonic cruising level of FL280. Here the aircraft is maintaining FL280 and Mach 0.95. The aircrafts pitch now should be around 4.5. On passing Malby, Concorde contacts Shanwick Oceanic control (127.650) to confirm they are cleared on track Sierra Mike (SM) to New York, and reports their ETA for 15 West. Concorde now contacts London Control on 126.075, and the speed is increased to mach 0.95 (95% the speed of sound). After Malby, Concorde is cleared to

its acceleration point in the Bristol Channel, maintaining FL 280 and Mach 0.95.

 

At this point moving fuel to the rear of the aircraft has already commenced, and will continue to through out the flight. On passing the accel, Concorde is 'Cleared to go'. The aircraft is cleared to start a slow climb (3000 - 1500 fpm), engage the after burners (two at a time) and cleared to flight level 600 (60000ft).

 

After the accel point, Concorde is cleared to Merly, then Banlo.

 

On passing Banlo, Concorde contacts Shannon control on 135.600. From here it is cleared to SM 15W. At this point, Concorde contacts Shanwick control on HF (High Frequency) on 5.649, however before reaching 15W, a quick check in is made on VHF on 127.900. The aircraft is cleared on the SM track to the deccel point (67 West). At 30 West, Concorde contacts Gander on HF on 8.879. And at 50 west, Concorde contacts Gander radio on VHF on 122.375.

 

Once the afterburners are engaged, the nose is raised to 7*, keeping the speed at about 400Kts, this is done between FL280 and FL320. Passing FL320-500, the speed is around 400-530Kts with an attitude of about 5*.

 

Passing M1.70 (around FL430) the afterburners are switched off, and the aircraft continues to accelerate on full dry power. On passing flight level 520, Concorde begins its cruise climb, doing about 50 feet per minute (fpm). From here it is easy to control the engines to reach and maintain mach 2.00. This is called the 'Cruise Climb' : -

 

This 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.

 

So depending on the temperature, and the amount of fuel burnt off, the aircraft climbs at a slow rate (+/- 50fpm), starting off at around FL500-520 and will end up at the end of the cruise somewhere around FL580-590. The aircraft never actually cruises at FL600.

 

Concorde contacts Moncton control on 132.450 at 60 west. At the deceleration point (67 west), The throttles are moved back to idle, until the IAS = 350. Once 350IAS is reached, Concorde begins it's descent to

39000 ft, and contacts Boston Control on 133.450.

 

After the deceleration point, Concorde is cleared to Linned, then to 72 west and on to Owenz. Cleared to Owenz at flight level 14000 ft and contacts New York control on 125.925/132.150

 

Now Concorde is cleared to Camrn at 9000 feet. The speed is brought back to 250Kts using 'Idle reverse' (a feature not in MSFS) when with 12nm of land. At landing weight, the min drag speed is 320Kts. The increased profile drag of the gear lowers this to 260Kts. On passing 7000ft the aircraft is slowed to 210Kts with the nose aircraft is slowed further to 190Kts to establish the LOC. From here, the aircraft descends on the ILS, lowing the gear, and the nose to 12*, slowing now to 170Kts. The approach attitude should be around 10.5*

 

From here it makes its decent into JFK, calling JFK tower on 119.100.

 

From 100ft the aircraft has to be in the right place, the approach is over, and there is little room for adjustment. From here, DO NOT pay anymore attention to the GS or Vasis, ignore the marks on the runway (they'll soon disappear under the nose) and also don't worry about the runway coming up at you fast, look at the end of the runway, not down at it.

 

Hold the attitude at around 10o. Decent rate should be about 750/850fpm. Hold this now until 15ft, make sure that the decent rate doesn't change until you reach 15ft, or you'll never get it down. Also, don't aim for a spot on the runway; look ahead at the end of the runway, or beyond it, making sure that you still pay attention to everything else in your field of vision.

 

The height calls should be about one every second, "fifty, forty, thirty, twenty", which helps keeping the decent rate at about 700fpm. At 15ft, slowly close the throttles, and apply backpressure on the stick, taking about 2-3 seconds to do so. The image ahead of you should not change.

 

After the main wheels touch the ground, engage two engines into reverse and slowly push forward on the stick in order to lower the nose. At 60Kts disengage the reverses, and start to manually break the aircraft.

 

After the aircraft has vacated the runway, it contacts JFK ground on 121.900, and then gate control on 125.050 where it then taxi's into the gate.

 

The return route follows almost the same procedures, however there is no 'Accel Point' as the aircraft is already over water. Upon reaching FL290 (which is usually somewhere around Linnd (not much before) the aircraft is cleared to Climb and Accelerate).

 

Thanks goes to Andrew Wilson for this in depth information on Concorde Ops. If you have any further questions he may be contacted here.

 

Grüsse und viel Spass und hope that helps!

 

Tis