Frequently Asked Questions

Visa, MasterCard, Discover and American Express are accepted.

1) Locate the folder for the Altitude Concorde uninstall program. This is usually: C:\Documents and Settings\All Users\Start Menu\Programs\Koch Media Ltd Fly through the decades - Concorde FS2004

2) Delete the Koch Media Ltd Fly through the decades - Concorde FS2004 folder within your Start Menu\Programs folder

3) Run the SSTSIM Concorde Installer

4) Setup will check the CD for verification and then check for and remove any files belonging to the Altitude Concorde (essentially uninstalling it)

5) The install of Concorde SSTSIM will then ensue

Temporarily disable the Windows XP firewall.

If you are purchasing certain products using the Flight1.com E-Commerce System, and you want to use the software on a computer that is not connected to the Internet, then please follow these step by step instructions. If the machine you are moving the software to is connected to the Internet, then you do not need to do the following because you can use the Reinstall option instead.

First, you need to make sure the software being distributed is using the Flight1.com wrapper version 3.01 or later. This procedure is not compatible with any of the version 2.xx releases of the software wrapper. The version information is listed on the splash screen when you first start the EXE that contains the software you are going to purchase (or reinstall).

1) You must take the LicenseTransfer.exe file to the non-Internet connected machine. Place the LicenseTransfer.exe file in an easily accessible location, such as your desktop. Again, LicenseTransfer.exe MUST be on the EXACT computer you are going to use the software on

2) Run LicenseTransfer.exe. When you do, enter your name and press OK. You will see a new file called Your_Name.xfr (press F5 to refresh the folder if it does not show up). The Your_Name will be replaced with the name you enter

3) You will need to place the Your_Name.xfr file on to a floppy disk, CD ROM, or some other storage device so you can move it to your Internet connected machine where you will make your purchase. This process is also valid for reinstalls where you have already made your purchase, but are using the Reinstall option with your Key file

4) On your Internet connected (purchase) machine, place the Your_Name.xfr file into a good, known location. You may want to keep it stored there for future use

5) Run the Flight1.com E-Commerce enabled EXE file. When you get to the screen that asks you if you want to use this software on "This Computer", or on "Another Computer", make sure you select the "Another Computer" option. Press Continue. You will then need to browse to the Your_Name.xfr file you created. Then go through the Purchase or Reinstall steps as normal

6) The software extracted will not work on the current computer you just made the purchase or reinstall on. In fact, automatic running of the Setup files have been disabled when you use the License Transfer option. What you will need to do is to move the resulting setup and license files to your non-Internet computer. For this example, lets say you are purchasing a product that is being published by Flight One Software (not a Flight1.com partner vendor of a different name). You will need to:

7) Copy the full contents of the C:\Flight One Software folder. Primarily, you will see a large Setup file, plus a file with the .LIC extension. Copy the "MySetup.exe" and "_TRANSFER_MyLicense.lic" file (note the _TRANSFER_ section as this will need to be removed later), as well as any proof of purchase or key files to a CD or other device that will enable you to move the software to the non-Internet machine. If C:\ is not your Windows boot drive, the folder may be "F:\Flight One Software" for example

8) Once on the non-Internet machine, you can run the Setup application to run your software. It will be very important you place the license (.lic) file in one of the following locations... The C:\Flight One Software folder (or whatever your Windows_Boot drive is that contains Flight One Software, or you can place the lic file into your root Windows folder. That is your main Windows folder, not a folder inside Windows like System32. You also need to remove the _TRANSFER_ part of the file name, including the leading and trailing underscore (_). If you do not do this, the software will not work. Simply right click the file and select Rename, or highlight the file in Explorer, select File, then Rename. The following is an example:

The file:

_TRANSFER_MyProduct.lic

Now becomes:

MyProduct.lic

Your software should now run as normal! If you have continued trouble, please contact Flight1.com Customer Service, or make a post on one of the Flight1.com Support Forums.

If you have multiple copies of Flight Simulator 2004 installed on the same computer, the SSTSIM package will not function unless used on the primary installation of Flight Simulator.

This environment is not supported by SSTSIM due to the requirement to read the registry path of FS2004 to load external modules.

You might like to try running the FS9 Registry Repair tool, available at Flight1

Download and run the FS9 Registry Repair tool, available at Flight1

Check the Data Execution Prevention settings are as follows:

Start Menu > Control Panel > System Properties > Advanced > Performance Settings > Data Execution Prevention

Ensure you have the following selection : Turn on DEP for essential Windows programs and services only

The current version will not work in FSX.

Please see our Product Page for further details.

The Documentation can be accessed from the Windows Start menu (Start > Programs > SSTSIM > Documentation) or by going to the root folder : FS / Aircraft / BAe-Concorde / Documentation

The Carousel IV-A Inertial Navigation System must be downloaded separately, however our Concorde is already configured for its use.

Please download the INS from Simfuly.com

Concorde Flight Plans routes, flight plan files for Flight Simulator & FSNav can be download from Paul Haworth's website, which you can find here

As well as loading sufficient fuel to arrive at New York with standard fuel reserves, enough fuel must also be loaded to meet the tactical requirement that, following an engine shut-down at any stage in the flight, Concorde can still divert, on three engines, to a suitable diversion airfield, and arrive there with standard fuel reserves still remaining.

The main difference between Concorde and other subsonic aircraft in a similar situation is that Concorde will suffer a much more substantial loss in range. From four-engine supersonic flight to optimum three-engine cruise there will be a loss in range in the order of 30-35%.

This is mainly because Concorde must now leave a very efficient flight regime, at M2.0 and 55,000-60,000ft, with relatively low drag, low winds and very cold outside air temperatures, for a higher drag subsonic regime at M0.95, at around 30,000ft, with warmer outside air temperatures and much stronger, probably adverse, winds.

The forecast weather at the principal en-route diversion airfields of Shannon, Santa Maria, Gander, Halifax and Bangor, along with the calculated subsonic wind components to these airfields, are all taken into account at the flight planning stage.

If the weather conditions at and en-route to these diversion airfields are favourable, flight planning is straightforward, if the weather conditions adverse, flight planning gets somewhat more difficult, but the necessary fuel will always be carried, or a re-fuelling stop planned.

With all of these factors taken into account, plus amendments for aircraft weight (ZFW, WAT limits), a London – New York trip would have taken something in the region of 90,000kg, the return flight being loaded with slightly less fuel, averaging 85,000kg.

Once the required fuel load had been calculated, ground engineering distributed the fuel into the thirteen tanks. This was done primarily around how the aircraft had been loaded with respect to the ZFCG.

A Forward ZFWCG position meant that more fuel could be loaded (high fuel loads move the aircraft CoG rearwards) and still stay within take-off CoG limits, but it would also require a greater amount of fuel to be transferred aft, as ballast, during the cruise at M2.0, to move the CoG to the optimum cruise position. This ballast fuel, some 10,500kg in total is pumped from tanks 9 and 10 during the initial acceleration. A CoG of 59% is then obtained by pumping the fuel from tank 10 into tanks 5 & 7.

This ballast fuel is unusable whilst at M2.0 as it is in Tank 11, and the more that is required at the rear of the aircraft, obviously the less there is available in the wings to feed the engines. A point will arrive when this ballast fuel is required back in the wing tanks, to feed the engines, and this will force the aircraft to decelerate to subsonic flight.

With a Forward ZFWCG position, this point can be reached before the ideal TOD point, resulting in a very awkward situation given that the subsonic range is considerably less than the supersonic range!

The idea on Concorde was to takeoff with a CoG as close to the AFF LIMIT bug as possible. On departures that carried a high fuel load (specifically whenever the CG equalled or exceeded 54%), namely from London and Barbados the procedure was to pump fuel out of tank 11 into the wing tanks in order to bring the CoG forward to 54%. Thus; Concorde often had to wait at the holding point while this procedure was completed.

However with lighter fuel loads a CoG of 53.5% was targeted. Due to the acceleration and pitch attitudes that were flown on departure, the CoG moved further aft during the takeoff as the fuel moved around in the tanks.

In regards to the above, on a long distance trip (LHR – NY/BGI/BAH), I would suggest that you distribute the fuel using the following techniques:

• Ensure that, on a supersonic flight, both external tanks are full
• Load the wing tanks to full quantity
• Now balance the aircraft with the fuel in the Center and Canter2 tank. I would suggest filling the Center tank (T10/T9) to a larger quantity than T11. I would usually fill it to something in the region of 9000kg on the LHR-NY, and 6000KG on a NY-LHR flight. These quantities, as described earlier in this post, vary with reference to ZFCG and ZFW. Unfortunately without the refuelling manual I’m not able to be more specific.

Fuel transfer was completed using various techniques, the easiest utilising the Trim Trans Auto Master system that comprises automatic pumps/valves which will open/close should the tanks be filled to the quantities depicted in the two Load Limit Controllers. In broad principal, to transfer fuel aft:

• Ensure that the pumps for the trim tanks (Tank 11, Tank 10 and Tank 9) are selected to auto
• Set the Tank9/10 Load Limit Controller to 0, or to a value less than the quantity in Tank 10
• Set the Tank 11 Load Limit Controller to a value greater than the quantity in Tank 11, or to Tank 11’s nominal full value; 10500Kg
• Place the Main Inlet Valve switches for Tank 9/10/11 to Auto and ensure that the Override Inlet Valves are set to OFF
• Remove the safety guard from the Trim Trans Auto Master switch and place the switch to AFT. The fuel should now transfer from Tank 9/10 into Tank 11 until the value set in the Tank 11 Load Limit Controller is obtained. Upon filling T11 to this quantity, the inlet valves for Tank 11 will close and the inlet valves to tanks 5 and 7 will open. The fuel will now transfer from Tanks9/10 into the wing tanks

To transfer fuel forward:

• Ensure that the Inlet valves and pumps are setup as described above
• Set the Tank 10/9 Load Limit Controller to a value greater than Tank 10, or to 0. Initially, fuel was pumped from Tank 11 into the wings and done so by setting the Tank 10/9 Load Limit Controller to 0
• Ensure that the Tank 11 Load Limit Controller is set to a value less than the quantity in tank 11
• Remove the safety guard from the Trim Trans Auto Master switch and place the switch to FWD. The fuel should now transfer from T11 into the wing tanks, or into T10

Here’s a simple tip to calculate the fuel quantity

1) Divide the distance (in nm) by 50-SF

2) Sum the result with FCQ

FuelQty = distance/(50-SF) + FCQ

FCQ (fuel correction quantity) is :

22 for distances up to 3100 nm (taxi not included)

21 for distances between 3100 nm and 3700 nm (max range) (taxi not included)

SF (subsonic sector fuel correction) is used only if a short subsonic cruise is needed before the climb. SF is 5 for distances between 2900 nm and 3300nm (distance will be divided by 50-5=45)

If subsonic sector is not required, or the distance is less than 2900Nm or greater than 3300Nm then SF = 0 (distance will be divided by 50-0=50)

Example :

London to Barbados, ~3700 nm flight

FCQ is 21 (distance is above 3100 nm)

SF is 0 (distance is above 3300 nm)

FuelQty = 3700/(50-0) + 21

FuelQty = 74+21 = 95T

Example :

London to NY, ~3150 nm flight

FCQ is 21 (distance is above 3100 nm)

SF is 5 (distance is between 2900nm and 3300 nm and a subsonic sector is needed)

FuelQty = 3150/(50-5) + 21

FuelQty = 70+21 = 91T

Section in Development

There are several options available that allow you to walk around the aircraft cabin:

The first is a (free) utility offered by Flight1: F1View

The second and third options are payware:

Active Camera

Walk and Follow

To view the virtual cabin – you must select the LowVC Cabin model from the aircraft selection menu.

The primary instruments are fed by two sources; the Air Data Computers, located on the lower pedestal panel and also the INS.

Ensure that both Air Data Computers are switched on and that each INS unit is either aligned, or providing attitude data (select ATT on the INS Mode Selector Units).

Using a registered version of FSUIPC, enabling Taxi Wind Control will help reduce the nose up tendency during taxi when experiencing gusty conditions.

Turn off Aircraft Stress Causes Damage in the Flight Simulator Realism Settings.

The reheats (afterburners) were only used for departure or between Mach 0.93 and Mach 1.7.

Beyond Mach 1.7 – the reheats were never used; in fact on the real thing, beyond Mach 1.5/FL400+, you would have been lucky to get them to relight due to the low oxygen content at that altitude. The ability to cruise without the use of afterburner allowed the aircraft operators to make a profit by flying to destinations such as those on the East Coast of the U.S. Had it required afterburner for the cruise, the range would have been reduced substantially.

Beyond Mach 1.7, the Concorde engine intake system and secondary nozzles provided much of the thrust; 63% was provided by the intake system, 29% from the secondary nozzles and only 8% of the thrust was derived from the engine.

Actually, it was very hard to reach FL600. It required very low gross weights (GW), almost impossible during normal commercial operations, and low temperatures. The plane will reach M2.00 near FL480, depending on the temperature. Max Climb will then engage Mach Hold, to keep M2.00 for 100 seconds to stabilize. After, Mach Hold drops, Max Cruise engages, and the throttles will be automatically set to maximum.

The plane will then start the famous Cruise-Climb. As the higher FL for any civil subsonic aircraft is FL510, there's no traffic, so Concorde doesn't need to be tied to strict FLs as the subsonic airliners between FL300-FL400. What does this means? Concorde can always be at the most efficient FL, and that's what Max Climb and Max Cruise will do, making the plane climb, level and even descend as needed to keep M2.00 and the total temperature at the tip below 127ºC.

Don't get disappointed if you're struggling to climb at FL480. This is normal! As fuel is burned, the plane gets lighter and the most efficient altitude increases, what allows Concorde to climb without getting below M2.00. Again: don't disengage Max Climb, give it a credit, Andrew worked hard to code it, and it was one of the most tested items before this release. Concorde will climb, you just have to wait. For temps below ISA, it will climb faster, for temps higher than ISA, bad news, you may not even achieve M2.00, you'll be limited by the TMO (127ºC).

Due to the nature of the atmosphere, the Troposphere is higher at the tropics (up to 18 km) than at the poles (down to 8km). As it is higher at the tropics, the temperature falls more until the Tropopause appears. That's why it was more common to reach FL600 on the round-the-world and Barbados flights, where altough still heavy, ISA-10 temperatures or even lower were found (even -80ºC, ISA-23 on tropics, I never found in the ActiveSky).

At the tropics, temperatures can vary from 30ºC on the ground to -80ºC on the tropopause, while on the poles, it varies from -10ºC to -40ºC only.

Fly VREF+30 (min 190kts) with at least one Autothrottle in IAS ACQ until the nose/gear is lowered (2 dots below the glideslope). VTT (not VREF+7) should then be flown in IAS ACQ.

LAND2 Requirements

One Autopilot engaged in LAND
At least one Autothrottle engaged in IAS ACQ

LAND3 Requirements

Two Autopilots engaged in LAND
At least one Autothrottle engaged in IAS ACQ
ADC1 serviceable
At least one Flight Director engaged
INS3 serviceable
Green/Yellow Hydraulic system pressure is correct
Both AFCS VOR LOC selectors at the same course
NAV1 and NAV2 tuned to ILS frequency
ESS busses spilt