Concorde DVD

[Bobbyjuwing 2]

In the concorde procedures of PSS you need to turn the AB off at 500' AGL. But I didn't notice this in the ITVV DVD, there they start the timer when giving full trust and at a serten time they go Noide or something like that, I don't know really what this is only they reduce the throttles. Can somebody tell me the right procedure ?If found something on the internet check URL http://homepage.mac.com/babotika/ivao/events/concorde/concorde_pilot.htmWhere can you see this degree thing on the throttle ?Regards Joriksorry for my english

[Guest Fortress]

For departures from certain runways (both departure runways on the ITVV DVD, and here is the source of your confusion) a countdown time is set on the timer according to the published Noise Abatement Procedure for that runway. At time 'zero' the reheats are cancelled, throttles retarded to the calculated 'throttle lever angle', the engine N2's allowed to stabilise at the calculated % then the trottles are advanced again to a procedural figure which is increased in small % increments with altitude.For runways were no Noise Abatement Procedure exists (eg. TBPB 09 - where the departure is over water), the SOP is reheats off passing 500' AGL and throttles remain at their forward stops.Cheers,Paulhttp://www.strontiumdog.plus.com/conc_capt_ba.jpgConcorde Training Captainwww.BAVirtual.co.uk

[MachTwo 386]

Jorik, As Paul has stated, when departing a noise sensitive area, complex procedures were used, for example when flying the Kennedy 9 Departure, Canarsie Climb, to ensure that the aircraft maintained the appropriate lateral and vertical profiles for the designated departure and also to ensure that the noise footprint was minimal. These procedures not only included calculated reheat times and throttle settings, but predefined aircraft pitch and bank angles; team work was essential and each crew member played an equally important role. There are a few inaccuracies in the report you linked to in your post."Before takeoff, the nose should be fully angled down, and the visor retracted."For all departures, the correct configuration was Visor down, Nose at 5 degrees."For takeoff, the co-pilot would call "3 2 1 Now!""The Pilot Flying (PF) would make this call, which would have been either the Captain or the First Officer, whichever was the handling pilot for that flight. "Concorde is one of very few aircraft that takes off on full power like this."Full Throttle, not Full Power. The engines were rated to takeoff power on departures. In the event of an engine failure that had to be taken into the air; contingency power would have either been automatically selected by the Air Data System, or engaged by the Engineer Officer using the reheat switches. "V2 is at 220knots, and the stick is pulled back further to 20 degrees and Concorde should lift smoothly off the runway."The pitch attitude targeted initially was Theta-2, a calculated pitch attitude that was usually around 13 degrees. When accelerating through 240kts, the Pilot Not Flying (PNF) would call

[Guest Fortress]

Hello again,Just to add to MachTwos excellent answer. On rotation, concorde would tail-strike at anything over 12.5 degrees. Make the rotation nice and smooth, taking 5-6 seconds to reach around 11-12 degrees and unstick should occur about 2 kts or so after V2. On positive climb start to increase the pitch further to control IAS as MachTwo indicates.Cheers,Paulhttp://www.strontiumdog.plus.com/conc_capt_ba.jpgConcorde Training Captainwww.BAVirtual.co.uk