Concorde FXP MANUAL - PART 1

Manual
v1.10 Copyright 2019

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v1.10 Copyright COLIMATA 2019

INSTRUMENTS
PREFACE
INDEX
PREFACE KNOW YOUR JET COCKPIT
Package content 7 Historic background 37 Overview 112
SYSTEMS
SETUP
Developers note 21 Aircraft development 38 Front Panel 115
Aircraft Overview 40 Nose & Visor 120

SETUP
Flight controls 54 Roof Panel 124
Installation / Support 26
CREW
GUI
Wing & Fuselage 60 Center console 129
Get more fps 28
Trim balance 68 Side panels 133
Setup / Field of view 29
Intakes & Engines 76 Seats 140
TIPS
JET
THE CREW Flight envelope 91 Engineering Station 144
Pilot and CoPilot 31
Navigation 96
PROCEDURES
Virtual Flight Engineer 33
Autopilot
COCKPIT
102
v1.10 page 3 Copyright COLIMATA 2019

INSTRUMENTS
PREFACE
INSTRUMENTS - INDEX
FLIGHT FUEL TOTAL 173 NAVIGATION
ADI & STBY ADI 154
ICOVOL 174 NAV Data sources 191
SYSTEMS
Altimeters 159
SETUP
Landing gear ind. 175 ADF 193
AoA / g-meter 162
RADAR 176 DME 194
ASI 163
Sideslip 177 GPS 195
CREW
ASI Stby 165
GUI
Temperature 178 HSI 196
Brake pressure 167
VSI / TCAS 179 INS 197
Cabin pressure 168
ENGINES RMI 198
TIPS
ENG CTRL LIGHTS 183
JET
CG 169
ENGINE N2 184
CLOCK 170 ENGINE N1 185
ENGINE FF 186
PROCEDURES
MACH 171 ENGINE EGT 187
COCKPIT
ENGINE NOZ 188

INSTRUMENTS
PREFACE
SYSTEMS - INDEX
AFCS ENGINEERING GENERAL
Autopilot 205 Batteries 258 Landing gear 268
Autothrottle 223 Bleed Air 259
SYSTEMS
SETUP
Flight Director 225 Electrics 257 Lighting Internal 272
Engineering 253
Anti-Ice 228 Engine Instruments 263 Lighting External 280
Engine Debow 264
COM Engine Start 264 Master warning Panel 286
Audio 232 Equipment Bay Cool. 260
CREW
GUI
COM1+2 233 Intake Control 263
HF 236 Lighting 264 TRIM
Transponder 237 Fuel Panel 260 Elevon trim 289
Ground HYD 262
ENGINES Hydraulics 256 Fuel trim 290
Air Data system 241 INS - MSU 264
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JET
HP chocks 242 Oxygen 265
Engine rating 243 Secondary Air Doors 262 INS
Engine start/shut-off 244 Test Equipment 265 INS 295
Throttles 246 Wheel Brakes 262
PROCEDURES
COCKPIT
Thrust reverser 248

INSTRUMENTS
PREFACE
INDEX
Graphical User Interface PROCEDURES
Cold & dark startup 362
Main 314 +Flightplan 341 External Checks 362
Quick Access 316 +Map 342 Safety 363
SYSTEMS
SETUP
Settings 318 +CIVA 343 Preliminary Cockpit 363
Before Engine Start 363
Flight Preparation 319 Flight Engineer 344 Engine Start 364
+Waypoints Entry 320 Before Pushback 364
+Payload Manager 321 Custom Content 346 Before Taxi 365
+Fuel Manager 323 Taxi 365
CREW
GUI
+Flightplan 326 Checklists 348 Before Takeoff 365
After Takeoff 366
Aircraft 327 Noise Abatement 366
+Status 328 TIPS Climb 366
+Fuel 330 Click areas 353 Accelerate to Mach 2 367
+Engines 331 Version info 355
TIPS
Decelerate-subsonic 367
JET
+Center of Gravity 333 Custom key Approach 368
+Doors & Ground 335 commands 356 Final - touchdown 368
Ground Vehicles 357 After landing 368
Navigation 339 Explore the jet 358
PROCEDURES
Engines shutdown 369
COCKPIT
+Waypoints List 340 AP heading hold 359 Systems Shutdown 369

INSTRUMENTS
PACKAGE CONTENT
PREFACE
High detailed, fully interactive 3D cockpit
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
v1.10
page 8
PACKAGE CONTENT
Copyright COLIMATA 2019
COCKPIT JET CREW SETUP PREFACE

PROCEDURES TIPS GUI SYSTEMS INSTRUMENTS
v1.10
page 9
PACKAGE CONTENT

v1.10
page 10
PACKAGE CONTENT

INSTRUMENTS
PACKAGE CONTENT
PREFACE
Beautiful, very detailed external model
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
v1.10
page 12
PACKAGE CONTENT

INSTRUMENTS
PACKAGE CONTENT
PREFACE
Passenger cabin
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
PACKAGE CONTENT
PREFACE
Utility vehicles
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
v1.10
page 15
PACKAGE CONTENT

INSTRUMENTS
PACKAGE CONTENT
PREFACE
Graphical User Interface
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
PACKAGE CONTENT
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
Checklists
PROCEDURES
window
COCKPIT
INSTRUMENTS
PACKAGE CONTENT
PREFACE
Extras and goodies
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
PACKAGE CONTENT
PREFACE
Dropdown &
Crew Speech AUDIO Virtual Flight Engineer Quickaccess
SYSTEMS
SETUP
CREW
GUI
INS GPS helper Many extras
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
PACKAGE CONTENT
PREFACE
MANUALS, Tutorials, Extras
Full manual Cold & Dark startup Additional content
SYSTEMS
SETUP
CREW
GUI
Quick start manual
TIPS
JET
www.colimata.com
www.youtube.com/colimatavideos
PROCEDURES
COCKPIT
INSTRUMENTS
PREFACE
The COLIMATA team appreciates your purchase!
For more than two years we worked as hard as we could to give you the best possible jet
with the available resources. I started this project with the aim to do justice to the real
Concorde and it’s creators, in the digital flight sim world.
This unique and stunning flight simulation named ‘X-Plane’ deserves a payware quality
SYSTEMS
Concorde. Thanks and Respect to the ‘Laminar’ team!
SETUP
Before of this, I created two supersonic digital fighter jets the FA-18F and the MiG-29 for
X-Plane. Years of work on this projects, jets that fly at sub- and supersonic speeds, made
gave me the confidence to start this gigantic endeavour.
The project was joined by team members, beta testers, enthusiasts and community
CREW
members, that invested there time into Concorde FXP development, liveries, add-ons,
GUI
testing, support, etc. A names list would be too long. But let me say: You guys rock!
I have to thank two people especially: Steve Wilson for the GUI programming and
Emma Bentley for the help with customer support and public relations.
I feel privileged to work with you.
Michel from France provided the detailed instrument backgrounds for the Engineering
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JET
panel. Appreciated! This freed up time and resources to add additional features.
As many of us, I’m Concorde fan since my childhood. I remember searching for every book
and info I could find in libraries and magazines, back in the old days of the ‘no internet’
PROCEDURES
world. Many years later it was an unforgettable experience when I stood inside the real
COCKPIT
Concorde in a museum. Later also being able to touch the mighty Olympus engines.

INSTRUMENTS
PREFACE
With Concorde FXP v1.10, after more than two years of development plus the -early
access- phase, we achieved a solid basis that allows for impressive improvements.
Respect and thanks to all -early access- customers that gave us the resources and
feedback to bring Concorde FXP to the maturity level it has reached now. If customer
interest holds on, in the next version 1.50 you will find many of your suggestions realized.
SYSTEMS
SETUP
The overall conception, the details, the many features, the quality, the manuals, the ‘extra-
mile’ content, the hidden surprises and much, more will make you have many great hours
with Concorde FXP. You will appreciate that this add-on can be used on different
knowledge levels depending on your time and interest.
We, the core team, are super proud and happy of what was achieved already. And with
CREW
GUI
your support we will be able to improve it even further. For us this was not only a business.
We feel privileged to enable Concorde to continue to fly in the digital skys. It is therefore
important that Concorde FXP excites you too. I’m confident it will.
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JET
Best regards
Florian Müller
Lead developer
PROCEDURES
COLIMATA
COCKPIT
2019

INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
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INSTRUMENTS
PERSONAL THOUGHTS
PREFACE
Dedicated to all people in my private life:
The development of Concorde FXP took days, weeks, months and years.
SYSTEMS
I apologize for
SETUP
my continuous business on Concorde,
many shear endless working days,
my frequent afterwork tiredness,
reducing on the time with you,
the hurt feelings I’ve not seen,
CREW
GUI
the precious moments I missed,
the appointments I had to cancel,
the holidays I could not come with,
my inability to save certain relationships,
...
maybe, sometimes making you feel, that the jet is more important than you.
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JET
It is not, and it never was.
I was convinced that doing it this way was necessary.
May God have mercy and shape this into good.
PROCEDURES
COCKPIT
Florian

INSTRUMENTS
PREFACE
--- End of chapter ---
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

INSTRUMENTS
INSTALLATION
PREFACE
1. Unzip the downloaded ‘zip’ file
SYSTEMS
SETUP
2. Move the resulting folder ‘Concorde_FXP’ to ‘...\X-Plane 11\Aircraft\’
The unzip-software of the operating system is ideal for this.
CREW
If you like to use other unzip software, please make sure that the settings
GUI
are correct for a simple unzip.
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
LINUX INSTALLATION
PREFACE
Sometimes it seems that every LINUX machine is a bit different, with different libraries
at different versions installed. This can cause issues for the first start. Please check that
your libarbies are up to date especially (use terminal commands or Synaptics, etc...):
+ libOpenAL (including the dev packages)
SYSTEMS
+ libstdc++.so.6
SETUP
LINUX forum section on x-plane.org:
https://forums.x-plane.org/index.php?/forums/topic/191685-linux-troubleshoot/
SUPPORT
CREW
GUI
The forum on X-Plane.org has a large community and we are present too.
If there is a technical problem with the add-on please send your Log.txt
(in the X-Plane 11 folder) so we can diagnose:
Commercial Vendors Support → Designers →Colimata → Concorde FXP
https://forums.x-plane.org/index.php?/forums/forum/477-concorde-fxp/
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JET
URL: www.colimata.com
Developer email: x-plane@colimata.eu
PROCEDURES
COCKPIT
INSTRUMENTS
MORE FRAMES PER SECOND
PREFACE
Concorde FXP offer as a great amount of details in and outside of the jet. It uses many
textures in 4k quality to give the best possible visible quality.
All this requires quite some computing resources and especially VRAM.
If you want to achieve higher frames per second on your machine:
SYSTEMS
SETUP
1.) Check the X-plane graphic settings and reduce
2.) Use the computing resource saving settings in the Graphical User Interface → Settings
3.) In the subfolder ‘CUSTOMIZE’ you find alternative acf (aircraft setup) files. Some of
them use less 3d objects which helps to improve fps. The aerodynamic characteristics
are the same as with the standard acf file.
4.) Consider using the 2k version of Concorde FXP. In your account there is an
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GUI
alternative download link to it. In this version some textures are in 2k than in 4k. The
aerodynamic characteristics and functionality is the same as with the 4k version.
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JET
Graphic settings
PROCEDURES
COCKPIT
INSTRUMENTS
FIELD OF VIEW:
PREFACE
For a large cockpit like Concordes a wider field of view is recommended
SYSTEMS
SETUP
CREW
GUI
Field of view ~75 degrees
plus ‘non proportional’
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

INSTRUMENTS
PILOT and COPILOT
PREFACE
The workload on Concorde was exceptionally high for the crew especially during certain
flight parts. A normal takeoff just happens super-quickly compared to others, not to mention
a potential takeoff abort the crew must be always prepared for. Climbs, cruises,
approaches, nearly all parts happened at significantly higher speeds then on other airliners
and therefore in shorter time frames.
SYSTEMS
SETUP
On Concorde FXP the inexperienced pilot will run into trouble almost certainly. Overspeeds,
excessive climb and descend rates, tail-wheel-strikes, excessive reheat use, are just a few
potential pitfalls a new Pilot might run into. Don’t worry. As long as you act cautiously and
treat her like a lady she will bring you home safely. The airframe is robust and the powerful
‘Olympus’ engines will get you out of nearly all harmful situations.
CREW
GUI
As on the real aircraft ‘things’ happen really quickly. So at the beginning when one gets a
warning on the instruments or the Master Warning panel it might not be immediately clear
what to do and how to proceed.
Here the virtual CoPilot and Flight Engineer come into play. They will advice you with
TIPS
audio messages. This will be a great help in very dynamic situations.
JET
If they talk too loud or too much, mute them in the SETTINGS menu inside the GUI.
PROCEDURES
Use the available ‘PRO FEATURES’ only when you feel confident with the jet.
COCKPIT
INSTRUMENTS
THE CREW
PREFACE
SYSTEMS
SETUP
Takeoff monitor To hear the:
switch ‘3,2,1, now!’
announcement:
CREW
GUI
1. Switch on
‘Takeoff monitoring’
2. Open the brakes
TIPS
JET
Wheel brakes
hydraulic press
indicator
PROCEDURES
COCKPIT
INSTRUMENTS
VIRTUAL FLIGHT ENGINEER
PREFACE
The three professionals cockpit, was not only chosen because it was standard at that time.
Concorde was a very complex aircraft demanding more then others. It required a dedicated
Engineer monitoring and managing all the complex systems during rapidly changing flight
parts. A Concorde flight was really short compared to others, around 3,5 hours. The
Engineer had not too much time to relax and enjoy the view and the good food.
SYSTEMS
SETUP
On Concorde FXP with version 1.10 the switches on the Engineering station are already all
clickable. It is possible to do a full ‘cold & dark’ startup realistically. Checkout the ‘cold &
dark startup’ manual in the package. With enough support a later version 2.0 could offer
even more functionality on this station.
CREW
GUI
The ‘Virtual Flight Engineer’ is capable to start and shutdown the systems and engines
automatically. When only the systems are started automatically the aircraft is in a
‘turnaround state’. Manual or automatic engine start can be done now.
The ‘Virtual Flight Engineer’ pumps fuel around the main- and the
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JET
TRIM tanks. This keeps Concorde balanced during the various flight
situations. The VFE must get a command from the user to initiate the
pumping for the next flight phase. This can be done via the GUI
(Graphical User Interface) or the dropdown menu. Fuel trim action is
PROCEDURES
only required when the ‘ENABLE PRO’ setting is ON in GUI
COCKPIT
SETTINGS. You will then feel the imbalances during the flight.

INSTRUMENTS
VIRTUAL FLIGHT ENGINEER
PREFACE
SYSTEMS
SETUP
SYSTEMS status
Autostart commands
FUEL TRIM status
CREW
GUI
FUEL TRIM commands
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

INSTRUMENTS
KNOW YOUR JET - INDEX
PREFACE
Historic background 37
Aircraft development 38
SYSTEMS
SETUP
Aircraft Overview 40
Flight controls 54
Wing & Fuselage 60
CREW
GUI
Trim balance 68
Intakes & Engines 76
Flight envelope 91
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JET
Navigation 96
Autopilot 102
PROCEDURES
COCKPIT
INSTRUMENTS
HISTORIC BACKGROUND
PREFACE
Civilization, especially high culture, some say, is only a thin layer above the hard
everyday needs of a society. Civilization is a well-suited guest that stays for a while
and then moves on to his next location.
It was no different with Empires in Europe and all over the world. There were build-up
SYSTEMS
phases, phases of pause and regeneration and disastrous dismantling phases.
SETUP
From that standpoint, it was probably a good decision in the 1950s/60’s by the United
Kingdom and the Nation of France to start a gigantic, nearly impossible to build aircraft
project, after the end of a catastrophic phase, while entering a new one. Two nations
of which their history is bound together in the good and the bad for hundreds of years.
CREW
GUI
We know the result of this impressive endeavor as CONCORDE.
In the phase of uncertainty, of transition and transformation, we are living now, it is

understandable that some of us would like to turn back in time. Back to the
‘good old days’. It’s only: Life does not offer a ‘reverse gear’. Neither for individuals,
neither for societies.
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JET
‘You need to remember the good times’ the ‘silver foxes’ say. Where you come from
determines where you will go. And boy what a heritage they left us with Concorde.
PROCEDURES
My generation can only say RESPECT.
COCKPIT
INSTRUMENTS
AIRCRAFT DEVELOPMENT
PREFACE
For Concorde, in many aspects, the wheel had to be reinvented. In others existing
technologies needed to be adapted or pushed to new limits. This involved countless
Scientists, Developers, Engineers, supply companies and political supporters.
SYSTEMS
The main developing and building companies where:
SETUP
For the aircraft: _
The BRITISH AIRCRAFT CORPORATION BAC in the United Kingdom
and SUD AVIATION later AÉROSPATIALE in France.
For the Olympus 593 engines _ and it’s reheat (afterburners) system:
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GUI
ROLLS-ROYCE in the United Kingdom and SNECMA in France.
Origins _
The first studies date back to the 1950s. New scientific insights on delta wings and
vortex lift generation led to the creation of new concepts.
A Committee was formed to further investigate the feasibility of an SST (Supersonic
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JET
Transport Aircraft) with the industry. At first a large international collaboration between
European and American companies was approached.
After different attempts by various companies and states to create the aircraft alone, at
PROCEDURES
the end UK and France decided for a collaboration. The aircraft was named Concorde.
COCKPIT
INSTRUMENTS
AIRCRAFT DEVELOPMENT
PREFACE
Milestones: _
First flight: March 2nd 1969 from Toulouse, piloted by André Turcat
First UK build: April 9th 1969 from RAF Fairford, piloted by Brian Trubshaw
First supersonic flight: October 1st 1969
Service begin: January 21st 1976
SYSTEMS
SETUP
Service end: October 24th 2003
Number of aircraft built: 20 (including pre-production)
Fatal accident: July 25th 2000, AF4590 departing from Paris-Charles de Gaulle
CREW
GUI
Finding the spot: _
Concorde never reached the ambitious sales numbers the projections indicated.
Especially in 1973 most of the customer airlines cancelled there orders.
A stock market crash was developing, the upcoming oil crisis made fuel prices
uncertain. Worldwide lobbying against Concorde, a new competitor, was initiated. The
TIPS
JET
press and ambient protectors jumped on the story. Concorde was not allowed to fly
over land supersonically. At subsonic speeds the jet was inefficient. Landing rights on
important routes were not granted. The much improved ‘B’ variant had to be given up.
In short there was no way for 100+ aircraft. That at the end only 20 where build is a
PROCEDURES
rather extreme outcome… Concorde however is a milestone in human aviation history
COCKPIT
and it was the beginning of what later would become AIRBUS.

v1.10
page 40
AIRCRAFT OVERVIEW

INSTRUMENTS
AIRCRAFT OVERVIEW
PREFACE
Fuselage
Droop nose & Visor
100+ passengers
SYSTEMS
SETUP
Flight controls
25,6m 83ft
CREW
GUI
4 engines
TIPS
JET
Main door
Sensors Slender Delta Wing
6 doors total
PROCEDURES
COCKPIT
61,6m 202ft

INSTRUMENTS
AIRCRAFT OVERVIEW
PREFACE
DATA _
Length:........................ 61,6 m 202 ft
Wingspan:................... 25,6 m 83 ft
Height: ……………….. 12,2 m 40 ft
SYSTEMS
SETUP
Empty weight:............ 78.700 kg 173,503 lb
Max. Fuel weight:....... 95.680 kg 210,938 lb
Max. Takeoff weight:... 185.070kg 408,000 lb
Landing gear: ……….. 4 struts with 12 wheels
Engines:
CREW
GUI
4x Rolls Royce / Snecma ‘OLYMPUS’ 593
reheat equipped / FADEC engine control
Dry thrust:.................... 139 kN
Thrust with reheat:....... 169 kN
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JET
Speed:
Mach 2.2 top
Mach 2.02 during regular flight
Holdable for several HOURS!
PROCEDURES
Range:........................ 3.800nm (flight profile dependent)
COCKPIT
INSTRUMENTS
AIRCRAFT OVERVIEW
PREFACE
Heated static
SYSTEMS
VHF 1 antenna Visor / droop nose
SETUP
ports (L+R)
Landing lights
CREW
(retracted)
GUI
Sensor area
TIPS
JET
Taxi lights Pitot for stby
Service panels Vortex starter
(retracted) airspeed ind.
PROCEDURES
COCKPIT
INSTRUMENTS
AIRCRAFT OVERVIEW
PREFACE
SYSTEMS
SETUP
Main door FWD cargo doors
CREW
GUI
TIPS
JET
Rear cargo door
PROCEDURES
COCKPIT
INSTRUMENTS
AIRCRAFT OVERVIEW
PREFACE
SYSTEMS
Left OUTER Left MIDDLE Left INNER Lower
SETUP
Elevon Elevon Elevon Rudder
CREW
GUI
Ram Air Turbine
stowage
TIPS
JET
Engine 1 Engine 2 Engine 3 Engine 4
PROCEDURES
COCKPIT
INSTRUMENTS
AIRCRAFT OVERVIEW
PREFACE
Outer Inner moving
moving ramps
ramps
SYSTEMS
SETUP
Spill door
CREW
GUI
Torsion
strut
TIPS
JET
Engine bay Cooling air
Main LG Intake vanes doors openings
PROCEDURES
COCKPIT
INSTRUMENTS
AIRCRAFT OVERVIEW
PREFACE
Primary nozzles
SYSTEMS
SETUP
Reheat Turbine Actuator jacks
CREW
spray ring
GUI
TIPS
JET
Titanium Reverser buckets
PROCEDURES
Fire flaps Engine Reheat pipe structure (Secondary nozzles)
COCKPIT
INSTRUMENTS
AIRCRAFT OVERVIEW
PREFACE
SYSTEMS
SETUP
Anti Ice
heating mats
CREW
GUI
Tailwheel
Retraction (tailstrike
Torsion strut protection)
strut
TIPS
JET
PROCEDURES
COCKPIT
Main LG Nose wheel Main LG

INSTRUMENTS
AIRCRAFT OVERVIEW
PREFACE
Hydraulic tubes Main damping strut
SYSTEMS
Torque link
SETUP
Carbon fiber
disk brakes torsion protection
Brake torsion
link and pitch
CREW
damper
GUI
TIPS
JET
Water deflector & emergency skid Brake fans
PROCEDURES
COCKPIT
INSTRUMENTS
AIRCRAFT OVERVIEW
PREFACE
Retraction
Brace struts for
strut
lateral stability
SYSTEMS
SETUP
Steering
hydraulics
Main damping strut
CREW
GUI
Torque link
torsion
protection
TIPS
JET
Water deflector &
emergency skid
PROCEDURES
COCKPIT
v1.10
page 51
AIRCRAFT OVERVIEW

v1.10
page 52
AIRCRAFT OVERVIEW

INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

INSTRUMENTS
FLIGHT CONTROLS
PREFACE
Concorde is a very sleek jet also in terms of control surfaces. The two part rudder for yaw is
the only conventional surface. There are no elevator surfaces separated from the wings that
could create additional drag. Instead wing and control surfaces have been joined into one
optimized body. The traditional control surfaces ‘aileron’ and ‘elevator’ have been joined
together into ‘ELEVONS’ and placed at the rear end of the wing. These elevons are divided
SYSTEMS
SETUP
into: inner, middle and outer elevons.
The middle and outer elevons deflections are always synchronized. The inner elevons form
an own group and are deflected a lot less especially during roll.
The current surface deflection can be checked in the cockpit on the FLIGHT CONTROL
POSITION INDICATOR short ICOVOL ( Indicateur de commande de vol)
CREW
GUI
DEFLECTION LIMITS: _
YAW (rudder)........................+/-30°
PITCH (inner elevon)............+15° / -17°
middle/outer elev.)...+15° / -17°
ROLL (inner elevon)............+14° / -14°
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JET
middle/outer elev.).....+20° / -20°
Mechanical stops:
Inner elevon…………………+/-19°
Middle/outer elev.)................+23.5° / -23.5°
PROCEDURES
COCKPIT
INSTRUMENTS
FLIGHT CONTROLS
PREFACE
Right Outer Elevon
SYSTEMS
SETUP
Right Middle Elevon
Right Inner Elevon
Upper/
CREW
GUI
Lower
Rudder
Left Inner Elevon
TIPS
JET
Left Middle Elevon
Left Outer Elevon
PROCEDURES
COCKPIT
INSTRUMENTS
FLIGHT CONTROLS
PREFACE
ELECTRONIC FLIGHT CONTROLS _
Concorde was one of the first civil airliners to use fully redundant ELECTRONICALLY
controlled HYDRAULICALLY actuated flight controls with a fully mechanical backup system.
The electronic flight control system was a predecessor of what today we know as ‘fly by
SYSTEMS
SETUP
wire’. The pilot's manual inputs are transmitted via a fully electronic system to the
electro-hydraulic PFCU (Power Flying Control Unit). This servos actuate the control
surfaces. A extremely modern and safe system that in comparison to today's ‘fly by wire’
lacks only on the digitalization part, like some modern control and protection algorithms. But
even without the use of today’s ‘computer magic’, Concorde’s system offered a lot of safety
and protection. This included many flight control and flight envelope protections like,
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GUI
artificial feel unit, complex trim in all speed ranges, automatic pitch stability trim correction,
high incidence protection, Stick shaker, anti stall system, super-stabilization, emergency
flight controls etc.
TIPS
HYDRAULIC SUPPLIERS: _
JET
The two channels of the ELECTRONIC flight controls are called BLUE and GREEN. There
is an additional mechanical backup system MECH. The active channels can be checked on
the n the FLIGHT CONTROL POSITION INDICATOR ICOVOL.
PROCEDURES
COCKPIT
INSTRUMENTS
FLIGHT CONTROLS
PREFACE
The servos that deflect the surfaces need hydraulic pressure supply. These suppliers are
also redundant and are also named BLUE and GREEN plus the third supplier: the yellow
hydraulic circuit. Check the big SERVO CONTROLS switches on the left of the roof panel.
SYSTEMS
SETUP
HYDRAULIC servo controls
CREW
GUI
TIPS
JET
Elevon control channel
PROCEDURES
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v1.10
page 58
FLIGHT CONTROLS

INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
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v1.10
page 60
WING & FUSELAGE

INSTRUMENTS
WING & FUSELAGE
PREFACE
IF IT LOOKS RIGHT IT IS RIGHT:_
The large delta shaped wings are a key part of Concordes aerodynamics and since solved
brilliantly became also part of the beautiful aesthetics.
Concorde flight envelope poses extreme requirements to the wing characteristics. During
great parts of the flight time the aircraft flies at supersonic speeds. A thin slender wing is
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required, optimised for supersonic flows, creating just the amount of lift required with
minimum induced drag; possibly not using any kind of control surfaces deflection, not even
trim that would create unwanted drag...
It where the early days of supersonic flights. Achieving this for an entire airliner not just a
small fighter jet is quite a leap and a remarkable achievement. After new scientific
discoveries the talented experts of the 1950’s and 1960’s would declare this as: Solvable.
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JUST A SMALL DETAIL_
However after the cheers for the new interesting challenge are passed and the first ideas
exchanged, sooner or later one might ask: ‘But, doesn’t this aircraft need to land too….,
and how do we get in the air?’. And at latest at that point it becomes obvious of what a
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tremendous challenge the team is in front of.
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For takeoff and landing the wing needs exactly the opposite characteristics than for
supersonic flight. Huge amounts of lift creating huge amounts of drag at extremely low
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speed (for a supersonic airliner). Large flight control deflections and trim settings.
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INSTRUMENTS
WING & FUSELAGE
PREFACE
This would require a possibly think wing with a (heavy) whole arsenal of slats, flaps,and
probably F-104 style injected air flow solutions. In other words a wing completely unusable
for supersonic flight. A dilemma. Unsolvable at first look, and second look and third...
The aircraft needs one set of wings for low speed and an opposite one for takeoff and
landing. ‘Ah, and by the way, we need this yesterday, at a reasonable price and it should
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look gorgeous since we need to sell this afterwards. Good luck, gentlemen….’
One or the other engineer might have checked on how long it is until retirement by then.
MAKE IT HAPPEN _
There is no way to solve this with some kind of wing profile optimization or flap here and
there. The good people needed to come up with something never seen before. Out of the
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box thinking was required. This is the point where words like art, magic or genious come
into play and describe what was needed and used to solve this.
And they did. Brilliantly. And the result looks gorgeous still today.
SUPERSONIC. TWICE. PERIOD _
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The main supersonic characteristics could not be lost under no conditions. Not Mach 1, not
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1.5, 2.0 was the requirement. More would have required other materials than aluminum
because of friction heat.
Some compromises might be acceptable but the key question must be: How to achieve
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performance and good and safe landing and takeoff characteristics on a supersonic wing.
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INSTRUMENTS
WING & FUSELAGE
PREFACE
SOME GOOD NEWS _
The aircraft with his mighty Rolls Royce / Snecma ‘Olympus 593’ engines has a
tremendous amount of thrust at disposal in any given moment. A good safety aspect and
one that allows for flight envelopes never seen on any other airliner up to that date. With
these engines, looking just on the thrust aspect, the aircraft could use a much higher angle
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of attack during landing. The powerful ‘Olympus’ engines would compensate for the
additional drag easily; and higher angle of attack means more lift.
VORTEX LIFT _
In addition. Delta wings are famous not only for the good supersonic characteristics, they
also produce great amounts of additional lift at high angles of attack using the ‘vortex lift
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generation’ effect. With this effect the powerful vortices and there pressure fields divert
even more airflow from the leading edge, even more downward and inward. There are
strong forces acting here, forces that are able to divert these massive flows downward. And
according the to ‘third law of motion’ they induce equally strong counter force in the
opposite direction, namly upward. We known these upward force better as:
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A great lot of additional LIFT !! Good news, finally!
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Well, the pitchup moment of the wing might be a bit high at this AoA. But using a profile with
a ‘reflex’ end will solve.
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INSTRUMENTS
WING & FUSELAGE
PREFACE
JUST A SMALL DETAIL 2.0_
This will solve the take off, landing challenge by maintaining excellent supersonic
characteristics. Lift from high AoA, plus vortex lift, moment compensation with ‘reflex’, plus
some detail work and it’s done, right? ‘Ah,… no.’
It’s looking good for the overall AMOUNT of lift but not its LOCATION...
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INSTRUMENTS
WING & FUSELAGE
PREFACE
With the wing being such a complex challenge there might have been hopes that the
fuselage development might be simpler…
First of all, with this wing the aircraft needs to land at a very high pitch angle to produce the
additional vortex lift. The nose is required to be very pointy and long for the supersonic
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speeds. So a very elementary problem rose up. Will the pilot see the runway during
landing? … No he wouldn't.
Another complex system was required the titable nose & visor know as the legendary
‘droop snoot’.
Furthermore. At high supersonic speeds a major limiting factor for an aircraft is friction heat.
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The amount of heat Concorde produces during Mach 2 flight is extreme. The nose tip can
heat up to max 127°C (261 F) and the tail up to 91°C (196 F). One of the major reasons the
cruise speed of Mach 2.02 was chosen was because at the speed the heat amount could
still be handled with mostly Aluminum. Above it more of super expensive, complex to work
materials are required like Titanium.
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Materials expand when heated up. And so does Concorde. The fuselage extends and
retracts around 18cm (~7 inches) between high and low speeds. On every supersonic flight!
Extreme demands for any construction. This needs to work safely for years.
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INSTRUMENTS
WING & FUSELAGE
PREFACE
And the passenger cabin? Does that extend and retract too?
No. The whole passenger cabin was able to displace itself independently from the aircrafts
outer hull. It was mounted on rolls that ran on rails.
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INSTRUMENTS
TRIM BALANCE
PREFACE
BALANCE AT MACH 2_
Flying is a very dynamic and alive process. Everybody that has ever flow an aircraft with his
hands on a yoke or stick has felt that the forces and flight control deflections required to
keep a certain attitude change at different speeds. Trim is a very handy tool then,
recentering the controls in a more suitable position for the current situation. And even
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Concorde uses this partially but a lot more than that was required...
Great efforts have been made to generate the AMOUNT of lift required for takeoff and
landing. And let’s recall that Concorde can takeoff at up to 185.070 kg (408,000 lb) and
land at max. 111.100kg (244,933 lb) !
But due to the good work of the wing designers and aerodynamicists we can be confident
to have the right amount of lift in every given flight situation. But is lift attaching at the right
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location during the different flight profiles?
CENTER OF GRAVITY _
Concordes weight is obviously distributed. There is the heavy nose with its mechanics in
the front plus the cockpit, the passenger cabin in the center, the relatively light end cone,
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but also the tailfin at the end (star), plus wings, landing gear etc. etc. Where is the center
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point of all this weights? The point where, when the aircraft would be pulled up there, it
would stay in equilibrium? Where is this ‘CENTER OF GRAVITY’?
That point is around 36.3m (119.1 ft) behind the nose tip. Very good, so let’s assure that the
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center of the lift forces apply exactly there, a bit of rudder trimming and we are good to go?
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You guessed it...

INSTRUMENTS
TRIM BALANCE
PREFACE
JUST A LITTLE DETAIL 3.0 _
In theory, if managed very well by fuel pumping back and forward, the aircraft would be able
to maintain a relatively constant position of the CG the center of gravity. And this would also
have been possible on Concorde so that the ‘pulling down’ forces where stable in place. But
the ‘pulling up’ forces, the location of the lift posed enormous challenges.
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The weights of the aircraft are summed up and for calculation purposes virtually positioned
at the CENTER OF GRAVITY. The different lift forces, counter forces to the weight, are also
summed up and placed in a virtual position called CENTER OF PRESSURE. Ideally this
CP location is identical to the CG location (well, slightly behind the CG), lift equals weight
and we have our stable flying machine that just needs a bit of rudder or trim from time to
time. But this is Concorde…
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SUPERSONIC ISN’T JUST A DRAG PROBLEM _
Since the flight envelope of Concorde goes from takeoff to sub- and supersonic speeds and
back, the CENTER OF PRESSURE of our masterpiece here is traveling a lot, a whole lot
more than on a normal airliner. At ‘slow’ speeds (in Concorde’s world) the CP position is
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relatively far ahead, towards the leading edge of the wing. At supersonic speeds it travels
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more and more backwards towards the trailing edge of the wing. Between the CP position
at low speed and it position at high speed there is a giant difference of more than 2 m (6 ft)!
Meaning that the aircraft would be completely out of balance between weight and lift
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positions during too much time of the flight.
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TRIM BALANCE

INSTRUMENTS
TRIM BALANCE
PREFACE
And there is no way to compensate that with conventional trim. Even if one would disregard
the huge amount of drag that such an approach would lead into, the rudders would have
enormous problems in generating the hughe forces required to compensate for an
unfortunate CG/CP combination. Some ingenious ideas where required, again. And not for
the last time on this project.
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THE WINGS, AGAIN? _
As written before, aerodynamics have already been pushed to the limits to fulfill the
requirements. So solving the CP travel problem alone from that, the lift side, would have
required a ‘third pair of wings’ into the design and that was definitely not realistic.
It was required to solve this from the weight side. It was required to mostly accept the huge
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CP travel and influence the CG,... somehow,... a lot. It turned out, with the aircraft becoming
heavier and heavier during development, that 23.000 kg (50,706 lb) where in a wrong
position depending on the flight speed. That’s the weight of a dozent cars!
PUMPING IRON OR FUEL ? _
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Since the CP could not be influenced enough, it was required to move the CG the center of
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gravity. There are just two ways to do this. The cheap one and the expensive one.
The cheap one is: You ask your passengers from time to time to stand up, walk back to the
end cone and stand there cuddling each other until further instructions. Then, before
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descent you ask them to come forward towards the cockpit, telling them that they get some
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food there and that they can watch the crew land the aircraft. ;-)

INSTRUMENTS
TRIM BALANCE
PREFACE
Not accepted by the decision makers, plus even that would not be enough weight shifting.
So the expensive way had to be chosen: A super complex trim fuel pumping, heating, cabin
cooling, aircraft trimming, beagle baking and coffee making system...
Concorde however is also able to apply conventional trim to it’s control surfaces. But the
primary trim system is this fuel trim system.
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10 TANKS IS NOT GOOD ENOUGH FOR CONCORDE _
Supersonic flight requires a lot of energy, obviously. But the ‘Olympus 593’ engines are
actually extremely efficient at this speeds. That’s the flight speed where they, the intake and
the whole aircraft use their full potential.
But Concorde also needs to taxi, takeoff, fly noise abatement procedures, long subsonic
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tracks over land, if things go really bad, fly holding patterns, have reserve fuel for
alternative airports etc. etc. In all this situations Concorde is not so efficient.
All this leads to a quite impressive amount of internal fuel the aircraft needs to carry.
With 186.880 kg (412,000 lb) maximum roll weight, 95.680 kg (210940 lb) could be just
fuel. That’s 51% of the aircrafts gross weight.
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TRIM BALANCE

INSTRUMENTS
TRIM BALANCE
PREFACE
This fuel was distributed to 13 ! tanks mainly in the wing and belly plus one in the end cone.
+ 4 of these tanks, are engine feed tanks, one for each engine.
+ 6 tanks are main transfer tanks relatively near the CG of the aircraft, plus 5A and 7A in
the wingtips.
+ and finally 3 of them are TRIM TANKS.
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It needs to be noted that the two forward trim tanks no 9 and 10, placed in the wing roots of
the delta, as far away forward as possible, can take 23.270kg (51,301 lb).
And trim tank no 13, located in the end cone, as far back from the CG as possible, can take
up to 10.520 kg (23,193 lb).
The trim tanks needed to do that ‘heavy lifting’ of 23.000 kg (50,706 lb) explained before, in
order to move the CG in a good position slightly in front of the center of pressure. It was
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one of the main duties of the flight engineer in the cockpit to keep CG and CP always in
sync, pumping fuel back and forward for great parts of the flight time.
AND FINALLY THEY DID IT _

With this Concorde’s main aspects are defined. It was ‘just’ necessary to implement them.
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I doubt that there was somebody getting out of this challenge without getting grey hair. But
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I’m also sure that every single of them was proud to be part of such a unique endeavour.
The team would have deserved to realize the even improved ‘B’ model that was already in
development. But history had other plans.
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The hard work, the ingenious ideas and the dedication these good people had, secured
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them a highly deserved place in aeronautic history; CONCORDE is legend.

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v1.10
page 76
INTAKES & ENGINES

INSTRUMENTS
INTAKES & ENGINES
PREFACE
Concordes engines itself are a masterpiece of engineering. But on Concorde they can not
be seen independent from the Intake system and the secondary nozzles. It is only there
collaboration that makes Concorde’s incredible supersonic performance possible.
This aircraft can hold Mach 2.02 for several hours!! with incredible fuel efficiency and world
records in thermodynamic efficiency.
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Secondary Reheat Engine Inner and Intake
nozzles section Outer Ramp lip
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INTAKE _
The engine can not work if it receives air coming at supersonic speeds. So one of the major
functions of the intake components is to slow down the incoming air from supersonic to
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subsonic speeds so that the engines can work properly (Air intake speed from Mach 2 to
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Mach 0.5). This was done in an ingenious way.

INSTRUMENTS
INTAKES & ENGINES
PREFACE
At high supersonic speeds, especially the lower intake lip starts a series of supersonic
shockwaves. When the air passes these shockwaves it slows down dramatically and
therefore increases pressure. The outer ramp forms a converging channel that slows it
down further and increases pressure (Supersonic flows behave opposite to subsonic ones).
Immediately afterwards the air has subsonic speed. The inner ramp opens up an diverging
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channel which leads to the expansion of the air. This slows down the airflow even more and
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brings it to even higher pressure. The airflow is now super pressurised and slow enough to
be digested by the engine. This impressive intake system helps to produce 63% of the net
thrust. It enables Concorde to be very fuel efficient during supersonic flights.
Diverging channel Inner ramp Outer ramp
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Airflow subsonic Airflow Supersonic Airflow
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Mach 0.5 high shockwaves Supersonic
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High pressure subsonic Low pressure

INSTRUMENTS
INTAKES & ENGINES
PREFACE
The intake shockwave system is generally ‘self starting’. But the intake ramps need to be
continuously moved in the matching position especially during the acceleration and
deceleration phases.
This is done by one of the first digital engine control systems in the world. Actionally, since
no matching computer hardware could be found, it was necessary to take parts of the fire
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solution computer of a surface to air missile station and adapt it.
ENGINE SURGE _
Generally the various Intake components work together flawlessly. It is however possible
that the airflow in the intake gets disturbed in an unfortunate way. Or that the airflow is
provided to the engine in a non ideal manner.
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This is immediately noticed in the cockpit as a loss of thrust on that engine, vibrations, in
case even strong ones and malfunctions on the engine.
This phenomenon is called ENGINE SURGE.
In order to avoid this, thrust, especially during supersonic flights, should not be increased or
decreased to quickly. Slow delicate thrust lever movements are mandatory.
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A SURGE is however possible at any given moment during the supersonic flight.
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Most of the time a slight thrust reduction is enough to stabilize the situation. With this the
intake aerodynamics get time to restart the shockwave system correctly. The regulation
computer is redundant and can be switched in case of regulation malfunction.
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INSTRUMENTS
INTAKES & ENGINES
PREFACE
ENGINE _
The Rolls Royce / Snecma ‘OLYMPUS’ 593 is probably the most efficient jet engine in the
world in terms of thermodynamic efficiency at supersonic speeds.
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Birdstrike Low & High Burning
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protection Oil Tank pressure chamber
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intake compressor

INSTRUMENTS
INTAKES & ENGINES
PREFACE
Length: 4,0 m 159 in
Diameter: 1,2 m 47.75 in
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Weight: 3175 kg 7,000 lb
Overall pressure ratio: 15.5:1
Fuel: Jet A1
Thrust:
Military: 139 kN (31,350 lbf)
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Reheat: 169 kN (38,050 lbf)
Uncommon for us nowadays, it needs to be noted that the 593 is a TurboJET engine not a
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turboFAN. It is mounted on 2 shafts. The low pressure system is on the inside and the high
pressure system on the outside shaft.
On the low pressure shaft we have the 7 stage compressor at the intake and its counterpart
the LP turbine (single stage) at the exhaust of the engine. Same for the high pressure shaft.
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Another 7 stage compressor plus its turbine after the burning chambers.

INSTRUMENTS
INTAKES & ENGINES
PREFACE
The burning chambers initially consisted of 8 flame tubes. Fuel was injected from the head
of the flame tubes. Later in development this was changed to a ‘all in one’ annular burning
chamber with 16 fuel injectors. While being more efficient than the previous solution, this
caused issues for several years. Maintenance had a lot of work with this. Only after the
beginning of the 1980s a redesign solved this.
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All important engine parts are electronically controlled by the ECU Engine Control Unit. The
engine is adapted to the sensor parameters and the commanded thrust. This is called
engine schedule. Air mass flow from the LP and HP compressors, therefore rpm, fuel
injection and others are paired up. There are 4 ‘schedules’ available.
Self Damage is also prevented by the ECU.
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The engines has a modern fire suppression system. This operates in conjunction with the
systems in the engine bay, like the fire flaps.
Fire detection includes special sensor wires in the engine bay but also sensors on the
engine itself. Two extinguisher shots are available per engine.
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Engine start is done via bleed air. But Concorde does not have an Auxiliary Power Unit on
board as other airliners. A ground power unit provides the bleed air.
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INSTRUMENTS
INTAKES & ENGINES
PREFACE
REHEAT _
The reheat system (afterburner) consists mainly of a fuel spray ring, a giant pipe and
igniters and sensors.
The reheat system caused problems for a long time during development. Now it works
reliably and powerfully.
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The additional thrust of the reheat system is needed mainly during takeoff and afterwards
during supersonic acceleration and climb. In case of emergency Concorde can pull out of
critical situations with the massive power reserves of the Olympus engines.
Be aware reheat should only be used for 15 min per flight. Longer use can damage the
engine. The counter clock in the cockpit can be used as reference.
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Spray ring
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Turbine
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INSTRUMENTS
INTAKES & ENGINES
PREFACE
PRIMARY NOZZLES _
The primary nozzle is a converging / diverging nozzle, similar to what we know from today's
fighter jet engines. Its main function is help to keep the engines mass flow at the desired
level (in combination with the fuel injection system).
The change of the exhaust diameter (converging pipe / diverging pipe) keeps the airspeed /
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airpressure combination inside the reheat pipe to a matching level. Which holds the
turbines at the connected LP / HP compressors a certain rpm and power range.
Converging /
diverging
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nozzle
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Hydraulic
actuator jack
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INSTRUMENTS
INTAKES & ENGINES
PREFACE
SECONDARY NOZZLES _
The secondary nozzles at first glance are simple thrust reversers. While this is obviously
there main function they fulfill also other duties during the flight phases.
This system is the result of a prolonged consolidation and optimization process in the
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aircraft section during aircraft development. The first concepts and even flying prototypes
did not include any thrust reverser system.
As probably nearly every aircraft project, Concordes design weight became higher and
higher during the years of development. Even the super powerful, brand new carbon fiber
disk brake packs where not enough for flawless daily use. Reversers where required.
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The resulting system is also used to
add cool air to the engines mass Secondary nozzles / Reversers
outflow by not fully opening the
reverser buckets during certain engine
rpm ranges.
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Furthermore the system helps to reduce
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the noise levels significantly.
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INSTRUMENTS
INTAKES & ENGINES
PREFACE
Blue reverser status lights
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The command for ‘reverser
toggle’ can be assigned to a
joystick/throttle button in
the X-Plane menu.
Search for ‘FXP’
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Reverser levers
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Reverser click region
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INSTRUMENTS
INTAKES & ENGINES
PREFACE
Believe it or not, thrust reversers can also be used as ‘air brakes’ during flight when the
engines are at low rpm. This way Concorde can perform expedite descents or slowdowns.
If the air traffic controller asks you to do a pretty fast decent, with Concorde its possible to use
thrust reversers in flight instead of spoilers.
+ Make sure engines and throttles are near to idle
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+ Only two reversers are usable (we limited that to 2 reversers due to safety reasons)
+ Don’t forget to re-open the reverser afterwards! (Check blue REV lights)
This is needed rarely since if there is something a giant slender delta wing, at pitch angles, has
more than enough of, than that’s drag. So in most situations just reduce thrust and pull up the
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nose a little and the aircraft will slow down.
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Be cautious when you do this at high supersonic speeds.
1. The wing does not allow very high positive or negative pitch angles (see ADI markings)
2. Throttling the engines back too fast might cause an engine ‘surge’. That is an IGV (Intake
Guide Vane) failure that can even lead to a compressor stall. So while before takeoff
‘slamming’ the throttle forward is good to no lose time and fuel (electronic eng. monitoring
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will do the rest), at high speed ‘slamming’ throttles back is absolutely prohibited.
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INSTRUMENTS
INTAKES & ENGINES
PREFACE
Engines info in the Graphical User Interface
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INTAKES & ENGINES

INSTRUMENTS
PREFACE
SYSTEMS
SETUP
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v1.10
page 91
FLIGHT ENVELOPE

INSTRUMENTS
FLIGHT ENVELOPE
PREFACE
Concorde was designed with the highest efficiency goals. But it’s flight envelope is super large,
from slow subsonic to extremely fast, super-sonic. Compromises needed to be taken.
The optimum efficiency values are achieved when Concorde flies faster than
Mach 1.7, between 52 000 ft - 60 000 ft, reheat off.
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At this speed the ‘intake effect’ starts to become more and more prominent, reheat can be
switched off (above Mach 1.7) and Concorde flies in the environment she was designed for.
So the efficiency goal for every Concorde Pilot is to get in this part of the flight profile as
efficiently as possible and to stay there as long as possible.
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Unfortunately there were many circumstances that hindered Concorde to achieve this. Not to talk
about the many political issues, the sonic boom (above Mach 1.0) was allowed only over the
oceans. This forced Concorde to fly not so efficiently during overland flight reduce speed long
before the coastal lines where reached. For strips that require subsonic speeds:
Fly at 28 000 ft at around 350 - 400 kts, maximum Mach 0.95.
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On the next page you find an overview of a default Concorde flight envelope.
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INSTRUMENTS
SCHEMATIC FLIGHT ENVELOPE
PREFACE
Takeoff Climb Super-sonic Super-sonic Landing
acceleration deccel. & descent
-Reheat ON -Hold 350-450 kts -Gear down
& climb -Throttle back
-Reach 250 kts asap -Keep climbing -Nose down
-Reheat ON very slowly !
-Keep accelerating -Check Reheat OFF -Approach ~200 kts
-Pass Mach1.0 -At subsonic
-Climb sharply -AP Pitch hold with - ~10° pitch
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speeds thrust
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-Reach 2500 ft asap pitch index can be -At Mach1.7 -Landing ~12° pitch
Reheat OFF reversers can be
-Stay below V-Limit used and kept for - 60ft throttle IDLE
-Keep climbing used (ENG to idle)
-Switch Reheat OFF supersonic flight - flare out
-Reduce pitch
-Keep climbing Super-sonic Super- Super-sonic Descent
Sub-sonic acceleration sonic decceleration Sub-sonic Approach
Ground Takeoff CLIMB cruise & climb cruise & descent cruise Landung
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RH ON RH OFF RH ON RH OFF
350 kts -
52 000 ft -
450 kts 28 000 ft 28 000 ft
60 000 ft
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climb M0.95 M0.95
M2.02
Pitch 2-5°
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over land ocean over land

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FLIGHT ENVELOPE

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INSTRUMENTS
NAVIGATION
PREFACE
Concorde relied on two main navigation systems.
1. A full set of radio navigation systems
2. Inertial Navigation Systems
Both very sophisticated, fully equipped and redundant.
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Especially on transatlantic flights the three INSs (Inertial Navigation Systems) proved their
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reliability hundreds of times. An update of the INS position by radio navigation, most of the times
showed that the INS was ‘in place’ with an incredible accuracy, even after such long distances
and such high flights speeds.
Concorde FXP offers navigation system for all tastes:
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+ Radio beacon navigation (using the cockpit instruments VOR 1+2, ADF1+2, …)
+ Interactive on board CIVA - INS
+ Compatibility to Phillip's Pro CIVA
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+ FMS via Graphical user interface
+ Hidden GPS to display / change / follow the route on two big modern GPS displays
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INSTRUMENTS
NAVIGATION
PREFACE
See INSTRUMENTS and SYSTEMS sections for more details
NAV instruments source selector. Desired track/course (for HSI)

LEFT = Radio navigation
Right = Inertial Navigation System
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SETUP
up (hidden) = GPS (not part of real Concorde)
HDG TRK index (for HSI)
NAV1 (VOR frequency setting)
CREW
GUI
RMI (Radio Magnetic Indicator - HSI (Horizontal Situation Indicator)
for VOR 1 and 2)
ADF (Automatic Direction Finder -

needles for 1 and 2
TIPS
JET
INS2
INS1
PROCEDURES
GUI
COCKPIT
INSTRUMENTS
NAVIGATION
PREFACE
See INSTRUMENTS section for more details.
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
NAVIGATION INS
PREFACE
See SYSTEMS section for more details.
Data Displays
LAT/LON coordinates in Degrees
/ Minutes and fraction of minutes Data Displays
SYSTEMS
SETUP
Available modes
FROM/TO
+TR/GS Track° / Groundspeed waypoint numbers
+HDG DA Heading° / Drift Angle°
+XTK/TKE Direction/Track angle to WP WAYPOINT
+POS Aircraft POSition LAT / LON CHANGE
+WAY PT Waypoint coordinates data
CREW
GUI
Wayp. data
+DIS/TIME Distance/Time to waypoint
scroll wheel
+WIND Wind Speed / Angle
+DSRTK/ST System precision / Status Interactive keypad
Main MODE switch

Interactive Waypoint change available: 2k version image
TIPS
On INS1 via the keypad every from/to
JET
waypoint number of a flightplan can be INS2
inserted. The Autopilot can fly a direct-to
that waypoint and then switch back to leg INS3
mode automatically.
PROCEDURES
INS1
COCKPIT
INSTRUMENTS
NAVIGATION INS
PREFACE
SYSTEMS
SETUP
More info
SYSTEMS → INS
CREW
GUI
or in the ‘Quick Start’ manual.
TIPS
JET
4k
version
image
PROCEDURES
COCKPIT
INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

INSTRUMENTS
AUTOPILOT
PREFACE
The real Concorde was equipped with an Autopilot that offered 20+ functions. It is impressive
what was achieved with the possibilities of that time. One has always to remember that this jet
can fly super- and sub-sonic, very high in cold, thin air, or very low in warm, thick air. Completely
different circumstances for the Autopilot.
SYSTEMS
Concorde FXP includes all primary Autopilot functions, most of them working like in the real
SETUP
aircraft. Be aware AP and Autothrottle are available only above 100 ft AGL. Above that level
functions that are not available will flash rapidly when pressed.
During landing AP & AT will switch off automatically at 180 ft above the ground.
This allows the pilot to proceed to final without interaction with the AP main switches.
CREW
GUI
Two very handy functions every pilot should know are the Autopilot ‘PITCH HOLD’ and the
Autothrottle IAS ACQ.
1.Select the desired pitch angle on the ADI (Attitude Director Indicator) by setting the white ‘pitch
index’ bar. Custom commands for this are available. They can be assigned to buttons.
Concorde did not fly it’s supersonic tracks at 0° pitch. Maintain 2-4° pitch depending on the
TIPS
JET
weight and let her oscillate between 52 000 to 60 000 ft.
2. IAS ACQ will bring the aircraft to the airspeed value set on the dial
3. Every AP function requires one of the AP main switches to be on.
Every Autothrottle function requires one of the AT main switches to be on.
PROCEDURES
COCKPIT
INSTRUMENTS
AUTOPILOT
PREFACE
Autopilot Autopilot
SYSTEMS
‘vertical’ steering
SETUP
NAV Datasource Auto Throttle ‘horizontal’
Navigation area steering
beacons or INS
CREW
GUI
ALT dial
Autopilot for ALT ACQ
1 and 2
main
Auto Throttle Flight
TIPS
JET
1 and 2 main Director 1 HDG - AP2
NAV1 frequency
for navigation
beacon Airspeed dial Heading for AP1 Bearing ‘OBS’ for Bearing ‘OBS’ for
selection for IAS ACQ (in HDG mode) HSI1 and AP 1 HSI2 and AP 2
PROCEDURES
Autopilot 1
COCKPIT
INSTRUMENTS
AUTOPILOT - AVAILABLE FUNCTIONS
PREFACE
AP horizontal steering: AP vertical steering:
+ INS Flies to one waypoint after the + PITCH HOLD holds pitch angle set
other in LEG mode if a flight plan is on the pitch indexer (ADI - white bar).
SYSTEMS
SETUP
loaded (Can be loaded via the GUI -> Set pitch index up/down command
Flight Prep. -> Waypoints -> Commit). can be assigned to buttons.
Via the INS1 a ‘Direct-To’ any
waypoint can be be commanded + ALT HOLD holds the current altitude
(WPT CHG). by changing the pitch of the aircraft if
necessary. Takes new value if aircraft
+ TRK HDG is manually forced to new altitude.
+Track mode: Flies straight to active
CREW
GUI
navigation beacon (NAV1) + ALT ACQ altitude acquire holds the
+Heading mode: Turns the aircraft aircraft at the altitude value set on the
towards the heading set on the dial altitude dial as soon as this altitude is
Autothrottle: (black rotary). Afterwards holds that reached. Pilot decides how to reach
heading until a new value is set. this ALT. When ALT HOLD was
+ MACH HOLD holds the current engaged before, the system switches
Mach number via throttle movement + VOR LOC Turns the aircraft towards to VERT SPEED automatically. Pilot
TIPS
the VOR bearing of the set navigation needs to set climb speed.
JET
+ IAS HOLD holds the current station. Captures and holds that
Indicated airspeed via throttle bearing (VOR radial) when reached. + VERT SPEED reaches and holds
movement Works also with ILS. the vertical climb speed set on the
vs-bug on the vertical speed indicator
+ IAS ACQ acquires airspeed set on
PROCEDURES
+ HDG HOLD The aircraft holds the instrument. Custom commands
the AFCS airspeed dial via automatic
current heading. available for vs-bug up/down.
COCKPIT
throttle movement.

INSTRUMENTS
AUTOPILOT - AVAILABLE FUNCTIONS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
AUTOPILOT - PITCH HOLD
PREFACE
PITCH HOLD
AP function
Pitch index needle
SYSTEMS
(white horizontal needle)
SETUP
custom commands available
Autopilot 1 and 2
main switches / lights
CREW
GUI
TIPS
JET
Pitch index command
Click area -Set
up/down are available
pitch index angle
for button assignment
PROCEDURES
COCKPIT
INSTRUMENTS
AUTOPILOT - AUTOTHROTTLE
PREFACE
Hold current Acquire airspeed Acquire airspeed will

Hold current MACH
Airspeed IAS set on dial automatically switch to
IAS HOLD as soon as the
SYSTEMS
SETUP
set speed is achieved.
MACH HOLD speed can be
CREW
increased or decreased
GUI
N via the AT datum lever on
the center console.
TIPS
JET
All Autothrottle functions
will switch off automatically
below 180 ft AGL.
PROCEDURES
AT MAIN switches
COCKPIT
INSTRUMENTS
AUTOPILOT
PREFACE
More info
SYSTEMS → AUTOPILOT
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

INSTRUMENTS
COCKPIT INDEX
PREFACE
Overview 112
SYSTEMS
Front Panel 115
SETUP
Nose & Visor 120
Roof Panel 124
CREW
Center console 129
GUI
Side panels 133
Seats 140
TIPS
JET
Engineering Station 144
PROCEDURES
COCKPIT
v1.10
page 112
COCKPIT OVERVIEW

INSTRUMENTS
COCKPIT OVERVIEW
PREFACE
Roof panel
SYSTEMS
SETUP
Front panel
CREW
GUI
Captain CoPilot FO Engineering panel
Left side
console Center
console
TIPS
JET
Circuit Flight
breakers Jump seat Engineer
PROCEDURES
COCKPIT
v1.10
page 114
COCKPIT OVERVIEW

v1.10
page 115
FRONT PANEL

INSTRUMENTS
FRONT PANEL
PREFACE
More details in the INSTRUMENTS and SYSTEMS section
ADI Attitude Director Indicator
ADF Automatic Direction Finder

NAV
source AoA Angle of Attack indicator
SYSTEMS
SETUP
VOR1 ASI Airspeed Indicator
Overspeed
warning light CG Center of Gravity
RADAR STBY CLOCK GMT, Elapsed, Rheat

ALT ADI g G-force factor
CREW
GUI
Data ASI ADI VSI HSI Horizontal Situation Indicator
source VSI INS Inertial Navigation System
ALT TCAS
NAV Navigation system
STBY MACH
ASI RMI Radio Magnetic Indicator
HSI CG
TIPS
JET
AoA ADF SLIP Sideslip indicator
DME RMI CLOCK cabin
g SLIP TCAS Traffic collision and
press avoidance system
PROCEDURES
INS1 VOR high frequency radio beacon
COCKPIT
VSI vertical speed

INSTRUMENTS
FRONT PANEL
PREFACE
AFCS Automatic Flight
Control System
AFCS AP Autopilot (1,2)
SYSTEMS
SETUP
AP FUEL AT Auto Throttle (1,2)
AT FD1 TOTAL
Takeoff CG Center of Gravity
Wheel monitor NOSE
brakes lever
EGT Engine: Exhaust Gas Temperature
ENGINE CONTROL FD Flight Director (1,2)
LIGHTS REV
N2
CREW
GUI
LGI FF Engine: Fuel Flow
N1 AoA ICOVOL ‘Indicateur de commande de vol’
ENGINES Flight control surface pos. indicator
ICOVOL
INSTRUMENTS
FF g
INS Inertial Navigation system
LG LG(I) Landing gear (Indicator)
EGT
TIPS
CG
JET
N1 Engine: Low pressure stage RPM %
cabin NOZ N2 Engine: HP Compressor RPM %
press
PROCEDURES
INS2 NOZ Primary Nozzles Indicator
COCKPIT
INS1 REV Thrust Reverser status (Blue lights)

INSTRUMENTS
FRONT PANEL
PREFACE
Night lighting can be dimmed via the roof panel switches or quick access areas.
Digits background Center and right dash

lighting white neon flood light
SYSTEMS
SETUP
Center dash engine
instruments
background lighting
CREW
GUI
Left dash white neon
flood light
TIPS
JET
Left dash instrument
background lighting
Center console
background lighting
PROCEDURES
COCKPIT
INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

INSTRUMENTS
NOSE & VISOR
PREFACE
The high angles of attack during landing approach required a ‘nose lowering
system’. This way the pilots have free sight on the runway.
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
NOSE & VISOR
PREFACE
Visor
Nose
Visor up
SYSTEMS
SETUP
Visor down
Nose 5°
CREW
GUI
Nose 12.5°
Total fuel
Gear doors
amount in kg
Gear
TIPS
JET
transitioning
Gear deployed
PROCEDURES
and locked
COCKPIT
INSTRUMENTS
NOSE & VISOR
PREFACE
During parking keep the nose between 0° and 5°. Do not lower it more.
There is the danger of collision with ground vehicles.
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

INSTRUMENTS
ROOF PANEL
PREFACE
More details in the SYSTEMS section
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ROOF PANEL
PREFACE
SYSTEMS
SETUP
Roof panel
next page
FCTRL
Flight Controls
CREW
Windshield Inverters
GUI
Augmentation System
De-ICE ind. Fire handles
Landing
Lights ELEVONS
Windshield / Visor
channel
De-ICE / DE-MIST Anti-Stall
System
Taxi & Turn
Master Warning Lights
TIPS
JET
Panel
Lower roof
panels
PROCEDURES
COCKPIT
INSTRUMENTS
ROOF PANEL
PREFACE
External Static Engine

Cockpit
lighting ports sensors
SYSTEMS
SETUP
No Air Data Systems
Emerg
Smoking Drain
heat
Lighting Lighting
CREW
GUI
Engines
section
Anti
ICE
Hydraulic
channels
TIPS
JET
HP
valves
Hydraulic Trim fuel
relays fwd trans
PROCEDURES
COCKPIT
Fire handles

INSTRUMENTS
ROOF PANEL
PREFACE
Flood light on the Flood light on the

Front panel Center console
SYSTEMS
SETUP
CREW
GUI
Center console Engine Roof panel
Storm lights
background Instruments background
TIPS
JET
Roof light quick Roof light quick
access area access area
PROCEDURES
COCKPIT
INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

v1.10
page 129
CENTER CONSOLE

INSTRUMENTS
CENTER CONSOLE
PREFACE
INS2 TEMP Windshield

Audio2
wipers
GPS click
SYSTEMS
wheel brake
SETUP
region
park brake
Stowage seat adjustment
Selcal
Marker COM2
Reverser
INS1
CREW
INS3
GUI
N
N
CTY/RH HF1+2
N E. trim
N
Passenger cabin Transponder
Info Displays Rudder N COM1
trim
TIPS
JET
AT fine tune N Aileron
RADAR ADF
trim
COM1+2 Elevator trim raise armrest
wheel
= bring back
PROCEDURES
N to neutral Audio 1 seat adjustment
COCKPIT
INSTRUMENTS
CENTER CONSOLE
PREFACE
Center console lighting

Quick access area
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

v1.10
page 133
SIDE PANELS

INSTRUMENTS
SIDE PANELS
PREFACE
Window handle
SYSTEMS
SETUP
CREW
GUI
Hidden GPS
Click bezel
to HIDE
TIPS
JET
PROCEDURES
COCKPIT
v1.10
page 135
SIDE PANELS

INSTRUMENTS
SIDE PANELS
PREFACE
Hidden GPS
Pedal adjust
SYSTEMS
SETUP
Cupholder
Lighting (next page) Nose wheel

steering
CREW
GUI
RADAR range
RADAR mode
TIPS
JET
RADAR Displ.
Same for the
Oxygen mask right console
PROCEDURES
(CoPilot FO)
COCKPIT
INSTRUMENTS
SIDE PANELS
PREFACE
Lighting Instrument Lighting Side console

background Quick access area
Left Front panel
SYSTEMS
SETUP
Lighting Flood (white)
Left Front panel
Lighting Digits
Lighting Compass
CREW
(below Master
GUI
Warning Panel) Lighting Side console
TIPS
JET
Lighting Chart
Same for the
Roof (white)
right console
PROCEDURES
(CoPilot FO)
COCKPIT
INSTRUMENTS
SIDE PANELS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

INSTRUMENTS
SEATS
PREFACE
SYSTEMS
SETUP
Raise armrest
CREW
GUI
TIPS
JET
Reset seat
position
PROCEDURES
COCKPIT
INSTRUMENTS
SEATS
PREFACE
SYSTEMS
SETUP
CREW
GUI
Setup seat - Move
forward / back
upward / down
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
SEATS
PREFACE
SYSTEMS
SETUP
CREW
GUI
Setup seat - Move
forward / back
upward / down
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

INSTRUMENTS
ENGINEERING STATION
PREFACE
More details in the SYSTEMS → ENGINEERING section
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ENGINEERING STATION
PREFACE
Emerg Engine Bleed

Air Valves
Hydraulic
SYSTEMS
Ground HYD
Cabin Press Temper-
SETUP
Management
Bleed Air ature
Control
Clock
Warning Engine Control
Lights Schedule
Equipment
Fuel Secondary Bay Fuel
Wheel Heaters Air Doors Cooling
Jettison
Brakes FWD
Eng. Secondary Trim
Limiter Nozzles Tanks
Electrical
CREW
GUI
Generating
Fuel Panel Control
Engine
Intake Instruments Engine Feed
Control Tanks Batteries
Eng. Feed
Eng. Feed Rear
Pumps
Pumps Trim
Tanks
TIPS
Circuit
JET
Breakers
Test
Tablet Equipm.
A.I.D.S.
MSU DOORS
PROCEDURES
COCKPIT
INSTRUMENTS
ENGINEERING STATION
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ENGINEERING STATION
PREFACE
GUI → VIRTUAL FLIGHT ENGINEER
SYSTEMS
SETUP
SYSTEMS status
Autostart commands
CREW
GUI
FUEL TRIM status
TIPS
JET
FUEL TRIM commands
PROCEDURES
COCKPIT
INSTRUMENTS
ENGINEERING STATION
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ENGINEERING STATION
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
Lighting controls
PROCEDURES
COCKPIT
INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

INSTRUMENTS
PREFACE
INSTRUMENTS - INDEX
FLIGHT FUEL TOTAL 173 NAVIGATION
ADI & STBY ADI 154
ICOVOL 174 NAV Data sources 191
SYSTEMS
Altimeters 159
SETUP
Landing gear ind. 175 ADF 193
AoA / g-meter 162
RADAR 176 DME 194
ASI 163
Sideslip 177 GPS 195
CREW
ASI Stby 165
GUI
Temperature 178 HSI 196
Brake pressure 167
VSI / TCAS 179 INS 197
Cabin pressure 168
ENGINES RMI 198
TIPS
ENG CTRL LIGHTS 183
JET
CG 169
ENGINE N2 184
CLOCK 170 ENGINE N1 185
ENGINE FF 186
PROCEDURES
MACH 171 ENGINE EGT 187
COCKPIT
ENGINE NOZ 188

v1.10
page 153
INSTRUMENTS

INSTRUMENTS
ADI - Attitude Director Indicator
PREFACE
Check Attitude Light Decision Height Light
FAILURE FLAG ROLL ANGLE
Internal or INS
data source FD ground steer index
SYSTEMS
SETUP
Pitch Index for AFCS Flight Director
Pitch angle scale Localizer deviation
PITCH ANGLE Glideslope Indicator
Max. supersonic pitch FAILURE FLAG
CREW
Glideslope
GUI
FAILURE FLAG Indication
Flight Director
failure FAILURE FLAG
RADAR Altimeter
Flight Director data not valid
Glideslope deviation Test
TIPS
JET
FAILURE FLAG
Distance to ground
Localizer Indicator
contact flag (Landing)
failure
PROCEDURES
Localizer Indicator Sideslip Indicator
COCKPIT
INSTRUMENTS
PREFACE
The ADI is a very central, versatile and complex Instrument.
Roll and Pitch angle of the aircraft are the first layer of information.
When flying on Autopilot, the pitch index and its setting is also of central importance.
SYSTEMS
SETUP
PITCH INDEX mouse
drag area OR
assign key command
via X-Plane menu
CREW
GUI
If one of the two Flight Directors is on, its steering info appears on the ADI.
Glideslope and localizer info during the landing approach are similar to what you are used too.
TIPS
JET
Shortly before ground contact a runway flag will appear and show you dynamically the distance
to touchdown. A sideslip indicator ball is located at the bottom of the instrument.
The red failure flags indicate a malfunction of a certain instrument part.
It is possible to change data source for the ADI in that case. More in INSTRUMENTS → NAV.
PROCEDURES
After cold & dark startup, the ADI performs a self-Test that takes several seconds time. After that
COCKPIT
the instrument is ready. A small standby ADI provides redundancy in case of malfunction.

INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ADI STBY - STANDBY Attitude Director Indicator
PREFACE
ROLL ANGLE INNER Marker
SYSTEMS
SETUP
Pitch angle scale MIDDLE Marker
PITCH ANGLE OUTER Marker
CREW
GUI
Marker Test
FAILURE FLAG
Instrument failure Tune roll angle
TIPS
JET
PROCEDURES
COCKPIT
v1.10
page 158

INSTRUMENTS
ALTIMETERS - Barometric Altimeter
PREFACE
FAILURE light 100s of feet
Data source
Red reminder bug
SYSTEMS
Air Data Computer
SETUP
ALTITUDE
FAILURE light Yellow reminder bug
CREW
GUI
Barometric setting Barometric setting
mercury height millibar
Set local pressure Switch Data source
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ALTIMETERS - Barometric Altimeter
PREFACE
Drag region for Drag region for
White bug Red bug
SYSTEMS
SETUP
CREW
GUI
Drag region for Drag region for
Green bug Yellow bug
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ALTIMETERS - Radio/Radar Altimeter
PREFACE
FAILURE FLAG
Decision height bug
Instrument failure
SYSTEMS
Cover above Non linear altitude
SETUP
2500 ft scale x100 ft
Precise altitude
above the ground
CREW
GUI
Test button Set decision height
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
AoA/g - Angle of Attack indicator / g-Meter
PREFACE
SYSTEMS
SETUP
FAILURE FLAG
Instrument failure
g-force positive AoA positive
CREW
GUI
g-force negative AoA negative
g-force Indicator AoA Indicator
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ASI - Airspeed Indicator
PREFACE
OVERSPEED
Reminder bug
warning light
Airspeed
V1 bug
SYSTEMS
(calibrated)
SETUP
VMO FLAG VR bug
Data source
V2 bug
Air Data Computer
CREW
GUI
Airspeed LIMIT Airspeed
(altitude dependent) (calibrated)
Set reminder bug Change Data source
TIPS
JET
Movable bug
PROCEDURES
COCKPIT
INSTRUMENTS
ASI - Airspeed Indicator
PREFACE
The ASI is an important instrument on every aircraft. On Concorde it is more complex than on
others and provides additional info.
During takeoff though it is similar then with other aircraft. Except that the jet is accelerating a lot
quicker. The V bugs indicate the important takeoff speeds. Click to update them to the current
aircraft gross weight.
SYSTEMS
SETUP
Click to UPDATE V
bugs to current
aircraft gross weight
CREW
GUI
Drag to change white
bug position
ASI gives good info about how near the aircraft is to the stall speed during the whole flight
TIPS
JET
envelope. Above Mach 1.0 the MACHMETER must be checked more closely though.
Given the tremendous amounts of power the Olympus engines are providing, Concorde can
enter an overspeed situation at low altitude quickly. The warning lamp and the CoPilot will
advice. The precise SPEED LIMIT for a current altitude is indicated by the appropriate needle.
PROCEDURES
The default data sources is the Air Data Computer. With the switch at the bottom right this can be
COCKPIT
changed to the standby system.

INSTRUMENTS
ASI STBY - STANDBY Airspeed Indicator
PREFACE
MACH scale Outer Knots scale
SYSTEMS
SETUP
Airspeed LIMIT MACH
(altitude dependent) Inner Knots scale
Airspeed LIMIT KTS

Reminder bug
(altitude dependent)
CREW
GUI
Airspeed
Set reminder bug
(calibrated)
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ASI STBY - STANDBY Airspeed Indicator
PREFACE
The Standby ASI at first glance might be a bit confusing, showing airspeed values on different
scales in one instrument. Actionally this is very handy on Concorde. The jet flies continuous
transitions between subsonic - supersonic speeds and back. During subsonic speeds the ASI is
the primary airspeed instrument, at supersonic speeds the Machmeter is mainly in use. This
instrument shows both in one.
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
Furthermore Concorde needs to respect its airspeed limits for a given altitude during sub- and
supersonic speeds. Both is shown here. The yellow needle for the subsonic Knots scale and the
red flag for the supersonic Mach scale.
PROCEDURES
Since stalls can also occur at high altitudes, the 250 kts lower limit above the Mach scale is an
COCKPIT
handy reference value. The instruments sensor is the long pitot tube on the aircraft's nose.

INSTRUMENTS
Brakes pressure indicator
PREFACE
SYSTEMS
SETUP
Hydraulic pressure Brakes FAILURE
in the wheel brakes
circuits 1 and 2
Brake lever not in
correct position
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
Cabin pressure indicator
PREFACE
Cabin pressure Cabin pressure
DECOMPRESSION Altitude
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
CG - Center of Gravity indicator
PREFACE
Current FORWARD
SYSTEMS
SETUP
CG LIMIT
CURRENT Current AFT

CG position CG LIMIT
CREW
GUI
CG position
percentage scale
of wing chord length
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
CLOCK
PREFACE
Greenwich
mean time
SYSTEMS
SETUP
Elapsed time since
system start
CREW
GUI
Reheat usage timer
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
MACHmeter
PREFACE
Mach scale
SYSTEMS
Current Mach n°
SETUP
(1.62)
Current AFTMach
LIMIT
Current FORWARD
CG dependent
Mach LIMIT
CG dependent
CREW
GUI
Current Mach n°
Current Mach LIMIT
altitude dependent
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
Passenger Display Indicator
PREFACE
Mach number Altitude
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
Outside air Ground speed
temperature in MILES/HOUR
PROCEDURES
NOT in Knots
COCKPIT
INSTRUMENTS
FUEL TOTAL gauge
PREFACE
SYSTEMS
SETUP
CREW
GUI
TOTAL fuel on board in KG
For lb = kg x 2,2
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ICOVOL - Flight Control Indicator
PREFACE
FAILURE Upper & lower
RUDDERS RUDDER
SYSTEMS
SETUP
Hydraulic channel Hydraulic channels
Left OUTER Elevon RUDDERS
Hydraulic channel Right OUTER

Left MIDDLE Elevon
CREW
ELEVON
GUI
Hydraulic channel Right MIDDLE
Left INNER Elevon ELEVON
TIPS
JET
FAILURE Right INNER
ELEVONS ELEVON
PROCEDURES
COCKPIT
INSTRUMENTS
Landing Gear Indicator
PREFACE
Up-locks opening
(lights on)
SYSTEMS
SETUP
Gear transitioning
CREW
GUI
MAIN LG MAIN LG
Nose gear Tail gear
LEFT RIGHT
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
Weather RADAR
PREFACE
MAIN MODE
selector
+OFF
SYSTEMS
SETUP
+TEST
+RADAR
Range selector
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
Sideslip indicator
PREFACE
SYSTEMS
SETUP
CREW
GUI
Sideslip
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
Temperature gauge (external air)
PREFACE
Temperature at
the nose tip
SYSTEMS
SETUP
Static outside air
temperature
Temperature
deviation from the
CREW
the standard
GUI
atmosphere at this
flight level
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
VSI / TCAS - Vertical Speed Indicator
PREFACE
Traffic Collision and avoidance System
SYSTEMS
SETUP
Scale feet per
minute x 1000
Current Vertical
CREW
GUI
Speed
TIPS
JET
PROCEDURES
COCKPIT
v1.10
page 180

INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

v1.10
page 182
ENGINE INSTRUMENTS

INSTRUMENTS
ENGINES - Control Lights
PREFACE
Takeoff monitor Reverser buckets
Contingency lights
lights (Secondary nozzles)
SYSTEMS
SETUP
CREW
GUI
Engine 1 Engine 2 Engine 3 Engine 4
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ENGINES - N2
PREFACE
N2 needle
% rpm
SYSTEMS
SETUP
Max N2 needle
since flight begin
N2 needle
% rpm N2 LIMIT
CREW
GUI
Trend needle Attached hydraulic
rpm rising / falling circuit color (pump
turned by engine)
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ENGINES - N1
PREFACE
N1 needle
N1 warning lamp
% rpm
SYSTEMS
SETUP
N1 needle Max N1 needle
% rpm since flight begin
N1 LIMIT
CREW
GUI
Trend needle
rpm rising / falling
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ENGINES - Fuel Flow
PREFACE
FT / FE flag Fuel Flow scale
Black = reheat off kg/h x 1000
FT= FF to reheat > 680kg/h
FE = FF to reheat < 330kg/h
SYSTEMS
Reminder bug value
SETUP
Fuel Flow needle
Trend needle
FF rising / falling
Reminder bug
CREW
GUI
Set reminder bug
Fuel Flow scale
kg/h x 1000
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ENGINES - Exhaust Gas Temperature
PREFACE
EGT degrees
EGT warning lamp
Celsius x100
SYSTEMS
SETUP
EGT degrees
EGT LIMIT
Celsius x100
Max EGT since flight

begin
CREW
GUI
Trend needle
EGT rising / falling
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
ENGINES - Primary Nozzles Area
PREFACE
Reheat ON light Nozzle area open %
SYSTEMS
SETUP
White marking:
Nozzle area open % Correct reheat
operation range
FAILURE Flag
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT
v1.10
page 189
ENGINE INSTRUMENTS

INSTRUMENTS
PREFACE
SYSTEMS
SETUP
CREW
GUI
TIPS
JET
PROCEDURES
COCKPIT

INSTRUMENTS
NAVIGATION DATA SOURCES
PREFACE
Navigation Instruments and flight instruments can obtain the necessary data from different
sources. This is defined manually. Many by the NAV source selector. And specifically via the
instrument transfer switches that involves INS data.
NAV instruments source selector.
SYSTEMS
LEFT = Radio navigation
SETUP
Right = Inertial Navigation System HDG / TRK OBS
up (hidden) = GPS (not part of real Concorde)
toggle
VOR 1 (NAV1) frequency
CREW
GUI
Instruments Transfer Switches
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
NAVIGATION DATA SOURCES
PREFACE
INS 1 INS 2
SYSTEMS
SETUP
CREW
COM 1 / 2
GUI
INS 3
Transponder
AFD 1 frequency
TIPS
JET
AFD 2 frequency
PROCEDURES
COCKPIT
INSTRUMENTS
ADF - Automatic Direction Finder
PREFACE
Current heading
SYSTEMS
SETUP
ADF 2 ADF 1
CREW
GUI
AFD 1 AFD 2
FQCY FQCY
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
DME - Distance Measuring Equipment
PREFACE
SYSTEMS
SETUP
VOR1 distance in VOR2 distance in
nautical miles nautical miles
CREW
GUI
TIPS
JET
VOR 1 VOR 2
FQCY CoPilot
PROCEDURES
COCKPIT
INSTRUMENTS
GPS
PREFACE
This was not part of the equipment of the real Concorde.
See G1000 manual in the folder ‘X-Plane/Instructions’.
Show hidden GPS
SYSTEMS
SETUP
SHOW hidden GPS
CREW
GUI
Click bezel to HIDE Click bezel to HIDE
TIPS
JET
PROCEDURES
COCKPIT
INSTRUMENTS
HSI - Horizontal Situation Indicator
PREFACE
Distance to next Ground speed
radio beacon (nm) in Knots
Drift angle MAGNETIC / TRUE
SYSTEMS
SETUP
Data Source and n° heading mode
RAD = radio beacons
INS = Inertial nav. HDG / TRK mode ind.
AFCS Selected CURRENT HEADING

Heading / Track
OBS needle
CREW
GUI
Deviation indicator Glideslope deviation
type LIN / DOTS
Localizer deviation
FAILURE light Test switch
TIPS
JET
HDG / TRK OBS
PROCEDURES
COCKPIT
toggle

INSTRUMENTS
NAVIGATION INS
PREFACE
SYSTEMS
SETUP
More info
SYSTEMS → INS
CREW
GUI
TIPS
JET
4k
version
image
PROCEDURES
COCKPIT
INSTRUMENTS
RMI - Radio Magnetic Indicator
PREFACE
Current heading
SYSTEMS
VOR 2
SETUP
FAILURE Flags
VOR 1
CREW
GUI
TIPS
JET
VOR 1 VOR 2
FQCY CoPilot
PROCEDURES
COCKPIT
v1.10
page 199

INSTRUMENTS
INSTRUMENTS LIGHTS TEST
PREFACE
SYSTEMS
SETUP
CREW
GUI
LIGHTS TEST
TIPS
JET
PROCEDURES
COCKPIT

Concorde FXP MANUAL - PART 1

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Manual

v1.10 Copyright 2019

v1.10 Copyright COLIMATA 2019

Aircraft Overview 40 Nose & Visor 120

v1.10 page 3 Copyright COLIMATA 2019

v1.10 page 4 Copyright COLIMATA 2019

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v1.10 page 6 Copyright COLIMATA 2019

Copyright COLIMATA 2019

COCKPIT JET CREW SETUP PREFACE

Copyright COLIMATA 2019

COCKPIT JET CREW SETUP PREFACE

Copyright COLIMATA 2019

COCKPIT JET CREW SETUP PREFACE

Copyright COLIMATA 2019

COCKPIT JET CREW SETUP PREFACE

Copyright COLIMATA 2019

COCKPIT JET CREW SETUP PREFACE

v1.10 page 21 Copyright COLIMATA 2019

v1.10 page 22 Copyright COLIMATA 2019

v1.10 page 23 Copyright COLIMATA 2019

May God have mercy and shape this into good.

v1.10 page 24 Copyright COLIMATA 2019

v1.10 page 25 Copyright COLIMATA 2019

The unzip-software of the operating system is ideal for this.

v1.10 page 30 Copyright COLIMATA 2019

2. Open the brakes

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FUEL TRIM status

v1.10 page 35 Copyright COLIMATA 2019

Wing & Fuselage 60

Intakes & Engines 76

In the phase of uncertainty, of transition and transformation, we are living now, it is

Number of aircraft built: 20 (including pre-production)

v1.10 page 39 Copyright COLIMATA 2019

Copyright COLIMATA 2019

COCKPIT JET CREW SETUP PREFACE

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v1.10 page 48 Copyright COLIMATA 2019

Copyright COLIMATA 2019

COCKPIT JET CREW SETUP PREFACE

Copyright COLIMATA 2019

COCKPIT JET CREW SETUP PREFACE

v1.10 page 53 Copyright COLIMATA 2019

Right Inner Elevon

Left Inner Elevon

Left Outer Elevon

Copyright COLIMATA 2019

COCKPIT JET CREW SETUP PREFACE

v1.10 page 59 Copyright COLIMATA 2019

Copyright COLIMATA 2019

COCKPIT JET CREW SETUP PREFACE

SUPERSONIC. TWICE. PERIOD _

v1.10 page 67 Copyright COLIMATA 2019

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Copyright COLIMATA 2019

COCKPIT JET CREW SETUP PREFACE

PUMPING IRON OR FUEL ? _