FSX Speedbird Concorde BA002, KJFK-EGLL, Complete Vatsim Flight with ATC including All Checklists.

we're going to take you to the edge of space where the sky gets darker where you can see the curvature of the earth we're going to travel across the Atlantic at twice the speed of sound faster than a rifle bullet 23 miles every minute we're going to travel so fast we're moving faster than the Earth rotates the world will be watching ladies and gentlemen thank you for joining us he's always lecture welcome to my concorde video you've just been listening to Mike Bannister former chief pilot of Concorde for British Airways during his final press conference when Concorde took its last flight in 2003 from New York Kennedy back to London Heathrow I thought it'd be an interesting exercise to make a video of how I fly Concorde on flight simulator and I thought it'd be a fairly easy project and maybe would be a 45 minute video it turned out to be a lot more intense and complicated than I originally planned but I wanted to do it thoroughly and I wanted to add various features throughout the process I filmed the flights over three complete flights that I took from New York to Heathrow on the vatsim Network in February and early March of 2013 and edited all the pieces together for this particular video I have a couple of disclaimers I should point out number one I'm not a licensed pilot number two I'm certainly not a Concorde pilot and so there are bound to be some omissions errors and various things I say and do during the video that are not a hundred percent correct but I do have a reasonable level of confidence in flying the aircraft and hopefully somebody out there will learn a thing or two by watching this video one last thing if you look below I've put in a lot of links number one two chapters various parts of the video I hope you watch the whole thing but it is pretty long so if you want to skip around two chapters and find that easier the chapters are below I've also put a number of links to either interesting things I've found about Concorde that you may want to look at and also additional resources that you can utilize if you want to learn how to fly the the aircraft using Flight Simulator X and flight sim labs Concorde X program I particularly recommend the AI T V V videos that were filmed a number of years ago it's a four hour video that goes step-by-step through how the real crew flies Concorde and it gives you tremendous insight into flying the virtual aircraft so with that said let's head on to our initial part of the video where we get into the flight plan working out our fuel weight and balance thanks for watching we're looking down at Concorde parked at gate number two terminal 7 at John F Kennedy Airport services are ongoing as they prepare the aircraft for our morning departure and as the ground crew gets the aircraft ready we're going to head down into the pilot flight planning area and we're going to plan our flight for the day so our Concorde flight today is from New York to London Heathrow we're going to be flying the traditional Concorde route which is over the Atlantic Ocean over track nat track sierra november and will be decelerating before we hit land in England and then descending to south of the Heathrow Airport and then being vectored in for landing in London so here's our flight plan you can see all of the waypoints pointed out so we can program our inertial navigation system all of the parameters are listed as to when we can and cannot be supersonic so we can use this plan in correctly flying the aircraft our flight today is covering a distance of almost three thousand two hundred nautical miles and with an estimated time pushback to at the gate in London of three hours and 16 minutes we're departing at 1345 Zulu which is 7:45 a.m. local time here in New York and expecting to land at 1725 Zulu or 1725 local time at Heathrow as we are flying Eastern Standard Time so with that said it's time to move on to the next part of our planning which is our weight and balance and fuel calculations all right so what I'm showing here are all of the graphs and charts that pilots would use or particularly the flight engineer would use to work out the weight and balance all of the takeoff and engine parameters etc for the Concorde flights to do this manually is a tremendous amount of work it probably is a good half an hour to put together the various numbers that are required to fill out the takeoff form and it's really not something that has a virtual pilot you want to be doing on every flight so thankfully the team at Concorde X has put together a an automatic system to do the calculations for us on the most common routes and that's what we're going to use now for our flight from New York to London okay so we're going to begin by setting our fuel load we're going to be using the default load so the first thing we do is we need to select our route in the program so we're selecting the New York to London City pair and once we do that the program automatically loads the proper fuel amount for the default load we're going to add a thousand extra kilos of fuel just because on this video I expect a bit more time on the ground so I'm going to burn a bit more fuel so we've added that extra fuel now and then once we've done that we can move over to the aircraft load we can see our zero fuel weight center of gravity are all over what zero fuel weight fuel total and we can see where the aircraft center of gravity lies at start up we'll have to make an adjustment on the aircraft panel to account for the fact that the center of gravity is beyond the aft limit and now that we have all this information written down and take and take and note of it the next thing to do is we work out our takeoff data we're selecting in the runway at New York 3-1 left I've selected a takeoff CG of 54 percent and I'm estimating a taxi time of 12 minutes a little longer than normal but again the video added some extra time and then we go to the takeoff form which has been completely populated with all the correct numbers for our flight to New York so it has our takeoff speeds indication of if we have an engine failure whether it's a stop or go and the angle and which will take off and we'll hit the send button and all of that data will end up going over to Concorde all the engine parameters and all the the speed bugs will be set automatically for us which saves a tremendous amount of time and is a great tool for us and just one last thing before we head into the aircraft to begin our flight I'm just showing you the checklist that I'll be using this is an example of the checklist that was provided by flight sim labs in the software I'll have a link below to a publicly available normal checklist for Concorde in case you would like to look at it and follow along as you're going through this particular video so with that said let's head over to the aircraft and begin our preliminary checklist and begin our flight all right so what we're doing is we're looking from the back of our cockpit on the right hand side we have the engineer's station and the engineers panel the overhead the pedestal captain and first officer panels the the panel for the engineer is actually not a live virtual cockpit panel because of some programming issues that resulted so they're all 2d pop-ups so we're going to be using these 2d pop-ups from the engineer station to go through our entire flight now the way I generally do it is I don't you don't come over here and click on this stuff I actually use a small pop-up that flight sim labs has put in if I push a button on my on my yoke I have access to the entire panel so that's what I'll be using and making my selections so with that we're going to go over to the captains panel everything's dark the concorde did not come with a built-in auxiliary power unit or APU the reason was to save weight the aircraft is extremely extremely inefficient at subsonic speeds so every pound counts and in effect so they remove the APU as a result and we are going to now regress request ground power so we're going to go to our ground services and we're going to request ground power and we're going to need ground air as well in order to start our engines so with that I'll get rid of the menu and now we can bring up our electrical generating control panel and begin our flight now there is a safety checklist that we need to go through first there's really not much to do on the safety checklist its simulator so I usually skip over it but for completeness on this flight I will go through it quickly the ground service which is on boarding racking roof area lights those are on I'll just quickly double check that actually they're not on so I will quickly turn those on landing gear stand by lowering gear is guarded the transponder it's not on say it's on standby but it's turned off at the moment the landing gear is down gear override is guarded nose and visor are up and locked Auto ignition is off the engine Pro beaters are off Wayne intake icing test that's off model that's not simulated Ford fuel forward transfer switches guarded the trim transfer auto master switch that's often guarded tank 11 inlets are set to off standby inlets or shut trim pipe drain switch is shut the jettison panel is cover that's closed the ram air turbine switch that's guarded windshield emergency deai switches off in guard and the circuit breakers not simulated but they are set so now we're ready to go to our preliminary cockpit checklist so the first thing we need to do is we need to turn on power and then the second thing we need to do is to make sure the the equipment cooling is going otherwise the whole system will shut down very quickly and I believe that's already on so equipment cooling is up here and that's already turned on so we are now good to go now we're not going to run out of power because of that the next thing is I need to just kind of look down here at our center panel and turn on the turn on the air data computers which I'll do now and then the next thing is we absolutely must get rid of the annoying beeping sound but Gong sound which will just drive us insane for the flight so I'll click over here and turn that off that just kind of turns off the the gong while we go through our checklist so the next thing is we have to turn on our i ns system so I'll bring up our inss here are the three i ns panels over here we have to get these started they are already in standby mode but I'm going to double check that by clicking on this panel down here and we can see that it's set to a standby standby and standby so that's that's all good I can now turn that off and the next thing I need to do is I need to update the position of the inss so this is PI NS system is how the concorde navigates and it basically is a system where by programming the latitude and longitude of your waypoints that you want to go to and once you've done that the Concord computers follow that navigation path and takes you to your destination the downside of the whole business is that there's no nice magenta line to follow and you really do need to check the system to make sure that you've programmed it correctly or you'll end up going completely off course so the first thing I'm going to do is update our current position normally what you do is you put on control sorry shift-z to bring up our latitude/longitude where we are and then we're going to go we're going to insert a new position I'm going to click north and we're at four zero three nine zero we'll insert that and West zero seven three four seven one and it's and then we need to do that to this unit over here north four zero three nine zero insert west zero seven three four seven one insert and you'll notice here we've got a warning it's actually a important rewarding because nobody when that happens your systems are not going to work properly the reason we have the warning is because our initial position or the location of our last position was actually at London Heathrow and we've reset our position now so it's telling us that we're actually far too far away from our last position which makes sense in the real world with the Concorde isn't just going to go from London to JFK without actually physically moving but in the flight some of the world you end up with this problem so I'm just going to clear that by clicking the test button a few times I don't have that go away and we'll just do our last unit north four zero three nine zero let's take their north or 0-3 zero inserts and zero seven three four seven one insert and that's also going to come up with a warning what happened there I made a mistake again hold on that's West let me start over made a big mistake North four zero zero in search west zero seven three four seven one that's better I've cleared my warning so then what we have to do in a process we're going to bring up our engine engine start panel and we're going to switch these units over to a line takes about ten minutes to a line and while it starts aligning we will be doing all of our other checklists but before I do that we really need to input our flight plan and today we're going to load flight plans segment number 54 and I'll from our previous discussion you know all about what that means so I'm going to just load that in now and once I've got that in or do a quick check and then off we go we can close this down and begin the rest of our setup so it's flight plan segment 54 I'm loading it I've actually put this remote sign in here and the reason I did that is so that all three units load the same thing and they read it now and I'm gonna come over to this unit here and I'm just going to double check that the distances make sense that's my check step to make sure I haven't entered any wrong so I'm a point change five to six it's 35 miles which is what I'm expecting six to seven is 55 miles then I'm expecting 162 and then 66 then 353 345 oh that's that's because I need to enter at this point a brand new card so we're all set everything's good and we'll put our first segment five which is our distance to our first Waypoint do it on all the units I can take off our remote now and actually I forgot one thing I need to actually load in on this unit here I need to load in the the waypoints which we use to realign the system and keep it keep it coordinated so that we're getting good navigation the system tends to go go off course or not of course it'd be error rate increases over time so we have to align it with fixed waypoints and this is the way we do it so I'm just going to add those in and I need to load catalog 91 today in order to be able to do my alignment which we do mid-flight so we're going to go to 91 and I'm going to load that in actually I don't even need these other systems when I do this I'll just vote it in on this one below those I'll create a problem for myself okay so that's done and now I can get out of this and go back to zero five and I'm just going to put this in that's the distance and this one at the bottom I'm just going to put it on to the status and it's going to tell me how it's going getting a getting on in terms of alignment and this will be the distance in this one all right so now I'm going to close these down and we can now do our preliminary cockpit checklist our technical log has been checked our ground power has been turned on our equipment Bay cooling is set oxygen panel has been set the drain master heat that was one thing I haven't set yet so I'm going to do that it's a cool day above 10 degrees so I'm going to turn the drain Masters on the air data computer is on the I NS is aligned tested present position and route has been loaded and it's now just in the alignment phase and I do need to turn our transponders turn this up I need to actually turn the transponder on and it's on standby so that's done yeah emergency check equipment will call that checked and our documentation is checked so now we are ready to go to the before start checklist ok well I've noticed now that the the alignment process on the I NS is actually completed so I'm bringing up my engineers panel here and I've actually turned all of the switches we've turned them to a line and now we're just going to turn into nav which is the process by which these I NS units are now able to navigate so that's now completed and we'll continue on now with our before start checklist so the master CDs have been checked the cockpit inspection security is complete oxygen is checked 100% those are things that are only available in the real world not in our flight similar our windows in the virtual cockpit are closed and now we can begin to continue on with the rest of our process so the flight inverters we're going to turn those on anti-stall units we're going to turn those on our navigation is set to a radial or radio our instrument transfer switches which are here all set to the captain's side a transponder we've turned it on and we just need to do our tests which I haven't done yet so I'll just click the button and we should get a pass very shortly which we have now so that began rhythm laughter okay now so that's done the brakes are on and checked the thatíll masters need to be turned on that's on the overhead and we do that that's now turned to main ground hydraulic check out yellow yellow and off so that's completed the fuel heaters need to be switched on so we're going to turn all the fuel heaters on the engine recirculation valves they are shut and secondary air doors they are shut and just a second while I turn off that thing comes on once in a while we're going to turn that off the batteries now need to be turned on that's a little bit unusual for an aircraft have the batteries turned on so late in the process but we're now turning on the batteries and Rin s system had is now in mixed navigation mode that's now completed our ASI pitch index and we hit placards they are set fuel flow p7 bugs that was that's all set already the clock and TLA bugs that's set we're going to have a reheat on for one minute and two seconds before turning it off our seatbelt sign should be turned on just get that going and our no smoking sign should be on our briefing we stated that previously our emergencies reviewed our load sheet has been checked we now need to set up the fuel panel for our weight so the panel is basically turned off at this point so I'm just going to set it up all of the stuff here goes to auto auto these pumps will auto these returned these remain office these are in the wingtips 7 5 a and 7 A's wingtips they'll get moved into 5 & 7 once we're climbing turning on the 5 & 7 pumps these pumps remain off these guys go into Auto I'll keep actually you know what I'm going to keep these guys shut because when we begin our fuel transfer we're going to transfer from tanks 9 and 10 down here and to tank 11 and we're going to want to have the fuel moving backwards without going into the other tanks initially so I'll move that these guys all need to be set to auto the hydraulic pumps Auto the D air on put the D on here we need to move our fuel load limit up to 10,500 which I'm going to do right now so kind of set it up in advance for our fuel flow as we climb out we can put the engine feed pumps on we'll turn the other guys on later and now our fuel panel is set now here is the here are the weights I just need to make sure the weights are set properly 88.4 zero fuel weight and 52.5 is our zero fuel weight and I've previously set that so now we will set our aircraft weight hold on here there we go oops I went to the wrong one and our weights which we wrote down earlier is eighty eight point four eight the other ones already at eight and this one's going to have to go four and the next one goes to zero so we've got that guy set and then we all get our fuel or fuel is eighty nine point five nine today oops eighty nine fifty-nine put that back to normal and our fuel panel is set and I wrote down that our total weight is one seven seven nine nine zero which corresponds to this so we're we're all good so our fuel panel is now set up and now we can obtain our start clearance and we can be on our left on our way so first thing I'm going to do is just go up here I'm going to turn our nav light which had done earlier anti-collision light is on I'm going to go to our engineers panel and just test that all the doors are locked which they are that's good and our throttles are on idle see that they're down to idle our engine feed pumps are on we've only got the four of them on but they're on the flight deck door now needs to be locked so we've now locked the flight deck door and we're going to gain our clearance to start so the before start checklist is now complete New York Kennedy Tower speedbird Concord - we're terminal seven requesting IFR to Heathrow time for cheating we're getting information India currently on the v4 airport via the community one departure connection right on a ship intersection in the battle sex right level six to zero when you're minutes after departure swap five one two Roger cleared to london heathrow the kennedy one departure Canarsie climb vectors ship expect flight level six zero zero ten minutes after departure squawk six five one two Bieber conquer to 12 one five one hi Roger correction squawk one five one two - Becca is are very alert about exactly the moment oh yeah Roger pushed at our discretion will call for taxi will hold short of alpha speaker Coco - okay so now we're ready for our startup we are keeping in mind that our Concorde does not have an APU normally a jet is pushed back and we start using APU power and air but because we are using ground power and air we actually have to start engines right here at the gate so we're going to start engines two and three first so the first thing we need to do in order to get our start working properly is we actually have to turn our engine idle on too high so that way when we start up we can use the Pleader for the other engines we're going to turn on our generator switches and I might be doing this slightly out of order I'm actually turning on my hydraulic switches as well first and the generator switch is just to kind of get that out of the way and then we're going to go to our engine start panel we need to turn the debo switches on although we will not be doing a Depot start today because a Concorde has been sitting here overnight we only do that if it's less than five hours and now we're going to light up number we're going to light up number three and we can see the valve is opening I'm just going to close that so we can start to see here the we can start to see here that the n2 is being returned and now as it gets to 12 we need to go upstairs here and flip on our switch okay and now that it's stabilized we can flip off the depo and then the engine will run up and there it goes and now we can start number two flip that to start get on the warnings on the engine start which is normal we're getting to number 12 I'm just going to look up again and up on the the fuel Oh and then I got to turn off the debo switch at 25% which I've done now and the engine will run up okay so now that we have our engine started we're going to start engines one and four after pushback in order to do that we're going to do what's called a cross bleed start so we're going to use the bleed air for mentions two and three to start number one and four but before we do that we need to disconnect our ground powers I'm just going to do it goes on I mean it goes off then we will know that our or though that our ground services have been disconnected and we can safely push back so I'm going to release the brake I have it hooked up to my switch on my yoke so I don't have to look down to do it I'll just release the brake which I've done now and it's meant to push back and it's saying clear to start moving the engines so we'll go ahead and do that now first thing we need to do is bring up our lead control panel we're going to open the bleats which is on all the engines we're going to open our crossed bleeds right here we're going to be leaving the conditioned valves closed for now and now we can go ahead and start the remaining two engines supposed to at number four first same process as before wait for the engines to end one to run up to 12% and then open up the fuel and that'll start up and then I'll start number one as well at this point you and now I'm just setting up my panel which it should have done early openers preoccupied so I'm just setting up my panel out for the taxi and fart a company okay we started our engines up so now it's time to deal with the after start checklist so the first thing I'm going to do is engage our stab and feel which is the electric control of the aircraft of our rudders and pedals etc and engine anti-ice is not required today our break fans we need to make sure those aren't to keep the brakes cool while we taxi around the airport um our Idol switches need to go back to low and we've tested our door warnings so that's all good the engine feed pumps at this point need to be all on so I'm just going to turn all those on now all our engine feed pumps are working properly and engaged our hydraulics are on and checked and there's a ground bypass that needs to be turned on so that's checked ground bypass the ground equipment is clear so the after start checklist is complete I'm just going to finish that off it's not a checklist item just going to finish off at the air bleed control we don't need our cross feeds now we can put our conditioned realms on so that's now set as well okay so now we are all set up we just have to begin our taxi and while we're taxing we'll be completing the taxi checklist now this is where the real world and the flight simulator or simulator world ends up diverging a little bit the reality is if you try to do this checklist or at least if I try to do this checklist while I'm texting I end up taxing off the taxiway which isn't a good idea so I'm going to end up completing the checklist now while I'm held up here at the gate parked and then we'll take our leisurely taxi over to runway 31 left so first thing we're going to do is lower the nose and visor and I have a setup on my on my on my yoke and sorry my throttle quad which somehow today is not working right so I'm just going to do that manually I move that down and five degrees the brakes are checked and they are normal if I engage the brakes and see the break indicators go to normal or we engage the brakes flight instruments are checked there are no flags we now have to set up the trims for the aircraft the Concorde takes off at minus two and a half nose down so I'll just move that down to two and a half nose down which is about there I can check it exactly but it really doesn't matter so that's right there's fine we do have to indicate our track distance to London and that's in this distance to go box so that the passengers in the back can actually see how far it is to go so we'll crank that up to three thousand one hundred and eighty five miles that's 3185 nautical miles looked not to track well or a regular miles I guess so three thousand reaching far there while I was talking three one runs after me there's 10 so not enough to 90 and then we have to change it to normal miles so we'll click that it's three thousand six hundred seventy and boom we're all set to go so that's completed now the CG movement we'll have to go back as required that's actually set so we don't really need to do anything with that we need to turn out our auto ignition switches which is on now we need to inhibit our probe heaters so give it off inhibit pressure static heaters need to go on and we need to engage our Elevens and rudder so that's all good our engine is set for takeoff and climb and all our other items are set properties turn that off so our now for our limits we're still at the limit and the light is on so I'm going to have to go to this panel here our engine control schedule and turn this little thing here off to takeoff of 54 percent and you'll see that it's moved the back marker down a bit it's probably easier to see on the fuel panel so you can see it's move the back marker down a bit and our we're not going to cause a problems that's good to go our engine control schedule is checked I just turned out right now to fly over the engine limiter we're going to check move that to 88% and what happens is it limits the fourth engine to 88% for a short period of time on the takeoff roll because of vibration that it was creating if all engines power up to full power on the takeoff roll our air conditioning needs to be set up and checked so I'll set through that now we're just going to turn the a button to five and a bit and that will keep the air pressure control during our climb and our fuel LP field protection needs to be armed so that is now completed our anti skid lights which are down here they're off I should have just mentioned when I when I turned on the sorry when I turned on all of the electronic trim artificial trim the Elevens rudder all of these systems that's our blue system and we can see here that all our blue system is engaged if one of these were off for example let's just turn this one off just turn this off you'll see it's gone to green and now it's red so we got to make sure these are all on and they are so that is all set our main transfer pumps there as required the taxi checklist is now complete I'm going to do just a final check here before we complete our taxi checklist I need to turn on the visor D ice and the DB D mist that's on and then this panel here is for our reverse aslv test which tests our reverse bucket so we need to rotate the nozzles over to e for the test we put the nozzle override to test and then we observe the splashing push off throttle to mid-range and we observe that our our n1 does go up more than six degrees which it didn't and then we put our reverses on and when we have the reverses on we we observe the buckets continue to flash and to increase is to reverse idle and when we cancel the reverse the buckets to return to normal which they do and they reverse lights extinguish which now they just do that so they're just going back to flashing so I believe that's correct tests and I would just flip this back to normal it's not a test like doing every time but for this video I am going in and completing this town Kennedy towers beaver concore - were holding short of alpha ready for taxi weird food rock will be for everyone left a few about a from the frivolity alpha golf cost for left continue on Zulu hold short three one left spherical core two I mean the Canarsie climb basically that's a left turn over after runway 31 left heading towards the Canarsie vor you want to go by the Canarsie vor to the east of it and then pick up the 176 radial of the Canarsie vor the only other issue is on the Kennedy 253 radial when we cross that point we want to be above 2500 feet so showing you here on the Google map we're going to be going down runway three one left making our left turn around Jamaica Bay and looking for the Canarsie vor go past it on the east then over Lloyd Bennett field and then we're going to be looking for the parking lot at Rockaway Beach which is that red dot and we'll be going over the parking lot and then out into the Atlantic where we will continue on our route so this is the Canarsie climb okay so we're holding short of runway three one left and I'm just about to go through my before takeoff checklist and then contact the tower to do advised I'm holding short and ready to go before I go ahead and do that just wanted to explain that I'm acting as a three-man crew I don't have a first officer and I don't have a flight engineer I'm also flying on vatsim with live 80 C so this frequencies to change so there's a lot of work to be done as you hand fly the aircraft through the departure and it's a lot I deal invariably results in you taking your eyes away from the instruments and away from originally what you're doing and invariably your pitch and Bank angle can change and speeds can get out of whack so that's just the way it is with flying with a one-man group so with that said I'll go through my before takeoff checklist and then we'll contact the tower advise ready to go and do our takeoff the briefing is done takeoff data has been updated the cabin crew has been called our landing lights from tunnels on the transponder is set we just need to turn on transponder on so that is set now the wheel overheat lights they are off I believe as they are the brake fans are off our takeoff monitor is armed our reheats october goes on our nozzle override is off pinch index is checked that is correct fake fans we talked about that already and the only thing is recalled master morning and then inhibit so the takeoff checklist is now Kennedy towers beaver conquer to holding short three one left we're ready to go we're going through it pretty much crime in three one three when we agree we looked at a typical project clear for takeoff three one last ganache declines fever Concord we'll begin our take off all of the traditional Concord call-out which is three to one now on three we will turn on our clock and on now we will simultaneously hit power countdown timer for our reheats and slam throttle full foam so here we go three two one now 100 notes now say powerset buckling v1 rotate picture necks ptoo positive light yup one noise reheats off throttles back to the TLA bug and begin the after takeoff flow to 40 knots neither Concord have tracking for the ganache c'mon mother 1 3 4 90 Roger over here at Kennedy varchar 125 0.9 beaver poverty at two three five degrees reduce the bank angle to 7.5% full throttles and increase the pitch to 19% to maintain speed Kennedy departure fever clock for two climbing through 1,500 pretty I could put back the locate your economy money to them about Roger turn left ending one three zero five maintain 7,000 spirit our bank angles seven and a half degrees maintaining 250 knots we're looking for the 253 radial we're waiting for the yellow line to start coming down which it's doing now so we're going to do our second three-to-one noise and back our throttles to our TL a bug and we're looking now for the Canarsie 176 radial but we've already been given the turn to 133 so we bank over to 25% again and head over to the 30 radial all the while maintaining 250 knots - - quality to them Roger apply maintain one 2,000 speed record okay wings are level now still hand flying the aircraft looking for the call the instruction direction and five DME from the colossi vor we're putting the throttles forward to full dry power got a beautiful ship utter direct ships be recorded okay bringing up our ionises putting in direct ship we're still hand flying the aircraft but switching over to I NS for lateral guidance okay so it's time to do our after takeoff checklist the landing gear are up lights off and neutral the landing lights are on still they'll remain until 10,000 feet our master warning has been recalled our abs and standby heaters are on the engine rating mode as flight pressurization was checked the secondary air doors open lights off the nose and visor is now up and locked hour after takeoff checklist is complete and now we've done enough hand flying so I'm turning on our autopilot instructing it to follow the I NS and to maintain current speed of approximately 270 knots and climb up to our prescribed altitude of 12,000 feet Weaver can affect the example impure five point Roger over to New York Center 125 decimal three to Spiro Concord today New York centers peeper Concord to 11,000 feet altitude in the 1300 equivocating bolted q3 climbing to flight level two three zeros Beiber conquer - as we pass 10,000 feet we're going to be using our vertical speed control to slowly increase the speed all the way up to either 390 knots if we have a subsonic leg or at around 300 9400 close to the barber pole we will engage the max climb button and the aircraft will climb at our maximum speed all the way up to Mach 2 1 0 you cannot do a weekly review of the radar control climbers terminated g25 very pretty Roger changed to advisory frequency have a good mornings Buick Encore - ok we're heading towards Mach 0.7 so it's time now for our climb checklist our altimeters are set the field transfer will move that back to aft the takeoff CG switch is normal the brake fans are off our engine control schedule is normal taxi turn lights are off nozzle override lights are off our seatbelt sign we'll turn that off our secondary air door switches are open and we can see here that the nozzles are modulating they're closing down getting closer to zero so our climb checklist is now complete all right well we're approaching that very unique part of the Concorde flight where Concorde separates itself from all of the passenger aircraft and that we're going to be breaking the speed of sound sound barrier very shortly we're at Mach decimal nine five so it's time for our transonic checklist so we're going to check first of all the auxiliary inlets are shots which they are our secondary nozzles are less than 15% there's 20 at the top of the circle 15 and they're at about nine percent so that's okay we're going to turn our reheats on the inter pair first unit engines two and three and then and we Heat's on engines 1 and 4 and we're going to confirm that our fuel transfer is going backwards it's aft and that is the case the full transfer is backwards is going back to the after the aircraft so the transonic transonic checklist is now complete so we're just going to wait until we go through the speed of sound which we're going through right now gauges flick her up and down and now that we're through the speed of sound the temperature on the skin of the aircraft begins to heat up quite rapidly so we don't need our heaters anymore so we'll turn off our pressure static heaters vizor d ice and our visor d mist and the wing anti-ice which was none anyway so our checklist at Mach 1 is now complete okay so our fuel transfer back into tank 11 is now completed there's ten thousand five hundred kilos in tank eleven so we're just setting up our fuel panel so that the fuel continues to transfer into tanks five and seven so I've got the inlets for tank five and seven set to to go into tank five and seven until they transfer risk passing through Mach 1.3 we need to check our intakes you can see on engines 3 & 4 the first two gauges and those two engines being ramped started to come down and that's to restrict the airflow into the engine automatically controlled and they will start slowing the air down as we speed up to make sure that the engines produced maximum power right there we can see engines 1 & 2 the intakes have now moved the ramps have come down and that's pretty typical on the real cardboard that they moved at different times so this is rather well simulated inflexible okay so we're about to go through Mach 1.7 you'll see here that we're just hitting that that mark right now and that's the point in which we turn off our reads so we're going to turn them off in pairs you'll see down here we turn them off as the first two and second two the reason we turn them off in pairs is just for passenger comfort which doesn't make really a lot of sense on the flight sim but we do it anyway and I've started a timer to time how long we had those reheats on and had them on for just under eight minutes I'll stop that now and the reason we had that timer going is the maximum we're not have everything Sun is 4:15 so the next thing we have to do is we have to set a FCS automatic flight control system where we turn on our auto throttle and prime it for our final cruise speed of Mach 2 but I will do that a little later because I find sometimes flight simulator is somewhat walky on that setting the next thing we have to do is take a look at our fuel and our fuel transfer is not quite complete yet it'll complete closer to 59 and I'll come back when we get to that point to the flight okay so we've reached a couple of milestones here that we need to take care of number one is where 1.97 Mach one point nine seven one point nine eight now so we're going to prime the throttle so then it'll automatically keep the aircraft at Mach two I should technically do it earlier but flight simulator just doesn't behave nicely when I do it earlier it tends to move the throttles back and forth of driving and saying so I tend to do it at one point nine seven one point nine eight and it looks like we're about to go to any second and you'll see as we do max crews will come on to indicate that we reached our cruising speed and there we go we've got mark hold of two and mark and over and the max cruise is is lit up so this will stay this way now for the duration of our cruise we've also gone over fifty thousand feet so we need to change our flight engine rating to cruise and then the other thing that's happened is we've now reached the milestone of going through Waypoint nine to eight point one which is actually the point where we need to reload our the next segment of our flight plans I'll hit the remote buttons and we'll load up section 21 technically we should do it with all three units although I think I'm a little unsure as to whether this third unit actually works or is needed but anyway well load up the flight it's now reading it and once it's done I'm just going to go through my checks to make sure that it's loaded properly so I can remove the remotes nail they should all be load it in and if I go to my distance here plate one change 1 to 2 should be says 345 and that's what my flight plan says the next one should be 114 so that is correct and then it should be 431 402 and 259 what happened there okay yeah that's correct 389 I'd look to the wrong part of my flight plan and that's where we have to load the next segment so that's that's all correct 9 to 1 I can insert that and off we go now I'll just quickly take a look at the fuel see where we are fuel you can see our CGS gone up to fifty eight point seven now the wing tanks are starting to empty is the wing tips and you can see here engines one and four are moving down as we continue with our aft rim I'm going to keep an eye on tanks five and seven because as soon as these guys get low I'll need to flip on six and eight and of course when these get low I'll turn them off so that's it sit back and have a beer for the rest of the cruise now and here at mark Mach two spill doors or all the way down what they're doing is creating a shockwave swallowing it down to about 500 miles an hour it's coming in and walk to and that way the engine could pose us there efficiently produce the power Quartet to Mach two well I just couldn't resist throwing in the shot this is a shot from the passenger cabin looking at the screens indicating the speed and altitude temperature and distance to go whenever you watch a concorde video with the real crew they always mention that right about now the passengers are comfortably sitting enjoying caviar and champagne so our virtual passengers are doing the same thing at this point okay well it's time now to do our DME update on our AI NS unit the AI NS unit once it's in navigation mode begins to lose accuracy over time approximately 3 miles per hour so over a four-hour flight that's 12 miles off course something we definitely do not want to have happen so what we do is we tune our AI NS in to a ground navigation station a vor that we know and it realigns itself and improves the accuracy back to kind of its original state so right now what I'm doing is I've right clicked on 7 and 9 on inss unit number 2 I've tuned in the st. John's vor on my nav 2 radio and now what I've done is in Waypoint number 1 I have put in the coordinates of the st. John's vor the GPS coordinates and now I'm just going Waypoint 1 insert it searches for it and then finds it and now it is updating all of the I NS units and will do so as long as we are tuned into that vor station so I turn it now to STS it shows us the status of our units and it shows the accuracy and continues to move into the most accurate alignment that it can so that's the DME updating we'll be doing that throughout our flight obviously we can't do that as we cross the ocean but on either end will be going through our DME updates to make sure our navigation is as accurate as we possibly make it so we're at the point now where tank 7 is empty tank 5 is about to go empty so I'm going to turn on tanks 6 and tank 8 but you'll notice that there's a discrepancy we have twelve thousand nine hundred and forty kilos in tank eight and tank eleven has eleven thousand six eighty and two eighty so 11800 he was at eleven hundred eleven thousand 800 or 1000 900 so we've got 900 pounds more minorities more here than here and the aircraft will be off balance so we have to move fuel from tank 8 over to take five so the way we do that is we open up a little guy here which is our jettison valves we will open up jettison number three we'll open the main inlet so fuel tank eight will be jettisoned into tank eleven will open up the hydraulic pump here and we'll pump it up and we'll open up the inlet here and to take five so we should now start to see fuel going in to tank five and coming out of tank eight if I did this right we can see that Phil isn't exactly flowing in here because it's losing fuel but field is slowly moving in and field is slowly moving out there so we're going to look for a balance which to me looks like it will be around eleven thousand eight hundred so when this side comes down to eleven knowledge they're going to just watch it I guess what we wanted twelve thousand but I want to get it close say within one hundred kilos doesn't have to be perfect so on the left side we now have eleven thousand 840 on the right side twelve thousand three forty so a bit of a way to go and I guess the other thing I didn't do a layer but I can turn off our deer pumps now because we've finished her transfer fuel I should have done that earlier that was an item I missed on the checklist okay we're 12,000 180 on his side and on the side we're at looks like eleven thousand nine hundred and sixty so we're getting very close now and we're just about to go to we're now at 12,000 on the left and basically 12,000 on the right so I'm now going to close the inlet close the pump close the other end let and turn off the jettison close it up and now we can see turn this off now because this tank is empty that here we have 12,000 exactly and here we have 11,000 12,000 exactly so we're we're bang on and we balanced out the sides what we're looking at here is our temperature indicators for the aircraft we're at mach 2.0 where over 50,000 feet our is a temperature is plus 6 which is a kind of average and our I'm just going to get indicator here from my British Airways flight to send a position report so sorry about that and our total temperature has reached the maximum 127 so what's going to happen now is the aircraft is going to either have to slow down or decrease in altitude in order to keep the temperature below 127 if it's unable to keep it below to 127 you're going to hear a really annoying dinging noise a belt just continuously going as the as the aircraft is unable to maintain the skin temperature that's at its maximum so that's usually a flight simulator weather problem more than a real-world problem but just something to keep an eye out for okay so we're looking at our I ns we are 94 miles from Waypoint 8 and I've calculated that at 44 miles from Waypoint 8 that's what we need to begin our deceleration and descent the flight plan and the charts for concorde the real world charts actually talk about a or indicate a distance of 136 miles but it's just from what I know but this aircraft in flight simulator needs a lot more space to complete the deceleration and descent and we have to be at Mach 1 or below Mach 1 fifty-five miles from the Whateley maton intersection so we're going to start our descent 44 miles from Waypoint number eight you'll also notice that we're not at 60,000 feet and that's pretty common in Concorde that you don't actually achieve 60,000 on every flight so we'll go through our checklist now deceleration and descent checklist the warning and landing display is checked briefing I do that on my own so that has been stated the safety altitude is checked the asi bugs are set actually my landing bug here needs to be changed and I'll do that before we land the altimeter ZAR set and cross-checked and the radio decision radio altimeter decision height has been set so now we're just waiting for the deceleration point which is 44 miles from Waypoint number 8 so to get ready for that I'll bring up our engine control panel and the first thing we're going to do is actually actually before I do that the first thing to do is we're going to just hold our our altitude now at 58 thousand nine hundred feet and that's the maximum we'll achieve we're going to lower we're going to lower our altitude target to 37,000 feet and now we're just waiting for a few more moments until we hit 244 miles we can begin our deceleration part of the flight so the first thing we do is we decelerate and then we descend so forty nine eight seven six five and we're at the deceleration points the first thing we do is we open our engineering circulation fans so that will help cool the engines the next thing we do is we take off our automatic auto throttle and we reduce our thrust to the 18% tl8 mark and you'll see the engine start to pull back to about 94% and - and then we're going to go to our fuel panel and make sure that our tanks are on normal tanks now switch to normal the hydraulic pumps on take 11 we'll turn those off and we can begin to move our fuel transfer forward we have to monitor that because sometimes it gets to the forward bug a little too quickly you'll see our speed starting to come down and as it hits 360 knots we're going to hit our vertical speed and and have our aircraft descend at approximately 800 feet per minute you can see it's sort of dropping a bit here it shouldn't be but it does that sometimes so probably around 3 just a little more 360 I'll hit the hit the I'll to choir button we can do that now and you'll see we start to descend now at 800 feet a minute and now what we're waiting for is 350 and at 350 I'll hit is a hold and we will just descend now at 350 knots and we take that speed all the way down to 10,000 feet unless we are required by ATC or some other technical reason to descend at a slower rate so now there we go we've just got one more thing to do we have to change our flight rating now to climb and deceleration and the sent checklist is now complete and we're going to descend all the way down to 37,000 feet at approximately 350 knots with a number of checks as well along the way all right we're at the point now where our speed is descending down to one point Mach 1.5 and as that happens the engineer will now reduce our throttles to TLA of 32 percent which will drop our engines down to an n2 of 77 percent and that will increase our rate of descent as all the way down to Mach 1 and as we break the speed of sound and slow down further I'll reduce manual you reduce the throttles down to idle okay so now we're reaching a speed of Mach 1.3 and what we need to do is check our intakes so just checking that the spill ramps on the intakes are modulating and they've modulated down to zero so they've opened back up now to allow air into through the engines and to properly supply them with enough air okay so now we're heading close to our altitude of 37,000 feet I've engaged the the auto throttle so it holds our speed and we have to be at below Mach one below the speed of sound 50 nautical miles from Waypoint number 1 which is myth um so we've actually calculated that correctly and I'm actually going to further slow the aircraft down by doing an IAS acquire and having an acquire speed of around 340 knots I think apology or maybe three 30s probably gotta be the right number just to have it about point nine five and you can see now we're just going through the speed of sound I'd stopped the I'd stop the field flow back but I've started to back up again a little while ago it was getting too close to the forward limit so I stopped it and I've started it back up again I'm a little bit behind but I'll stop it now probably at about 56 at 37,000 feet until we begin to our further descent into London okay as we decelerate through Mach one we need to go through our Mach one checklist throttles are set as required we need to add some of our heaters back on so our pressure static heaters will turn those on our transparency and D mist or turning those on our throttle masters will need to get switched to the other selection and we've also we're checking that our preparation pressurization is set we're moving that back down to from five down to zero and with that our deceleration checklist at Mach 1 is complete okay we're at the next part of our deceleration now sorry our descent now we have to descend down to Ockham vor at 8,000 feet so I've selected ahkam and now I'm just going to put the ILS hold so in our descent and I'm going to reduce our throttles down to idle and that will have us holding the speed of three hundred and thirty knots down to Ockham and I also have to move our fuel forward for the remainder of the transfer all right our fuel transfer has now completed so we're going to turn off the pumps and turn off our transfer and this whole actually I can turn these guys on which I forgot to do tanks five and seven will feed tanks one and four so we won't get a low fuel warning and I'll starve out on the engine and now we're all done with our fuel transfer animals Buick Encore to where its sixth flight level one six zero descending 7,000 at Arkham we will keep going I might move a little welcome Roger to send a flight level nine zero level Ockham's fever Concorde to the arrival tonight into London will be the Ockham to Foxtrot arrival starting at Bedok and working our way over to the Occam vor I'm expecting akhom anywhere between seven and nine thousand feet depending on how air traffic control handles the flow of traffic into Heathrow tonight alright with regard to the arrival runway I'm planning runway zero Niner right that's what the indication is at the moment we may get switched up so I'll have the chart up for nine left is all right well we're approaching akhom and descending to be at Aachen four Niner thousand and it's time now for our approach checklist the cabin crew has been called the landing briefing has been updated I will turn on our taxi turn off lights and our landing lights they are on the bad INF switches are all on radio seatbelt signs they are on the engine rating is take-off brake fans are off the engine recirculation valves are off secondary order air doors or auto engine control schedule is on approach the engine feed pumps they are all on the nose and visor down five degrees so the rest of the checklist has to do with an auto landing we're doing a we're doing a manual landing today so no need to go through the rest of the checklist so our approach checklist is now complete we're going over to turn left heading 270 use video to 2z + 10 2000 - 3000 km h 1 0 7 mega Pascal alright returning left to 7 0 reducing speed to set 2 2 0 not descent 4000 and qnh one zero two seven Bieber core Core 2 the to turn right and it six part of degrees to local ecology row and I write when established to return to the palm right six zero six five degrees until established on the localizer zero nine or right and the synoptic like Pat's paper Concord ah as we fly the aircraft on our final approach we're going to be maintaining a speed of between 180 and 190 knots all the way down to about a thousand feet or 800 feet and then slowly start pulling speed back to our V ref speed which in this case is around 165 knots today we'll keep vigil and I'm busy on my right the servants and upon Mozilla jihui's one zero total n09 or right spiricon core to copy wins Landing checklist landing gear down for Queen's nose down and green brakes checked and normal anti skid is check mother Mary on the auxilary inland em eyes are open yellow system has been checked the landing checklist is complete 808 500 feet stable 400 feet 300 feet 100 to go 200 feet decide land 100 me 50 40 30 20 day 100 knots 75 knots 50 forty 20 odds just looking at our clock I can see our flight time is three hours and 22 minutes which is excellent given our estimated flight time is 3 hours and 16 minutes over just a few minutes behind schedule okay we've just been given our clearance to taxi the gate but I'm just going to stop here first so we can go through our after landing checklist our break fans will be turned on the master warning we will inhibit I'm just going to turn off the landing lights and turn on our taxi light flight-control inverters are off we're going to turn the ramp spill master switches to manual they reverse ASO vs I'm just going to skip that we did that at the beginning it's the same procedure the inboard engines we're going to turn those off that just allows us to taxi with a bit more control because we have less power Auto ignition is off we'll turn off all our heaters pressure static heater off ABS and standby heaters off and then our visor D mist and heaters will be often now we can also turn the drain masters off the temperatures warm enough transponder move to standby I'll just check the pressurization that looks good and now we need to turn our secondary arrow doors off the next part of the checklist is we have to adjust our fuel we have to move four thousand kilos into the front tank number nine that's just to balance the aircraft so that there's enough weight on the front to stop it from tipping up in the air because it's too heavy in the back so we're just going to close the inlets for tanks five and seven will close the nets for tank eleven and then we'll open the jettison valves and also open the index or take nine and that will move fuel up into take nine that will just check that as we taxi to our gate now we're nearing 4000 kilos so I'm just going to close the jettison valves and we set all the other valves to their normal position so we're just turning into gate 421 and we'll begin our parking checklist okay so the marshal has told us to stop we have our parking brakes on lights inch in spirit ease off now we've turned off engine number one we have one engine going number four so now we can ask for ground power if you try to ask for ground power with two engines going or more than one engine going it won't work so make sure you shut down three of the engines before you go ahead and ask for the ground power so now if we go to our electrics panel we can see that the ground power available light is lit we can switch to ground power now and turn off our last HP valve to shut down engine number four turning off the seatbelt sign we're trying our auto throttles to off and our throttle masters to off so the only thing left to do now is just turn off our batteries and move our I n s units to standby and if we will have completed our parking checklist so that's basically it our flights over there is a stopover checklist in the flight engineers panel check for shutting down everything and removing all power I'm just going to skip that it's fairly straightforward you just turn off the three remaining items that are supplying power and turn the inss completely off and that's it the aircraft is then parked and secured congratulations if you made it all the way through the video I apologize if it was a little boring at times but certainly this video indicates how complex and how interesting it is to fly the flight sim labs Concord X where almost every button every switch and every procedure is simulated from the real world Concord there's a tremendous amount of work that goes into every flight and certainly it's something that keeps you very busy and it's incredibly rewarding once you're able to successfully fly the aircraft from point A to point B so again thanks for watching if you have any questions please post them in my youtube channel and I'll do my best to answer everything if I can thank you you

Channel: UPS1000

Views: 789,939

Keywords: Kennedy, Heathrow, KJFK, EGLL, Concorde, Supersonic, Checklists, Checklist, Vatsim, Speedbird, Live ATC, British Airways, FSX, ConcordeX, Flight Simulator X, Flightsim, Flight Simulator, Canarsie Climb, Reheats, Mach 2, British Airways Virtual, Activesky 2012, GSX, Flight Sim Labs, FSDreamteam, Air Traffic Control, ATC, Runway 31L, Multiplayer, AI, Heathrow Extreme, Deceleration, Descent, New York, London, G-BOAG

Id: yD_g0o9rS2o

Length: 99min 30sec (5970 seconds)

Published: Sat Mar 30 2013