(07-10-2018, 08:50 PM)Concorde147 Wrote: I already did checked the angle i used instant replay and it did come in contact with the tail bumper not the tail.
fspassenger didn't account for such an aircraft, or design so it's resorting to what other aircraft have or doesn't have and there you go a tail strike.
but they are times the pitch is greater in specific times for example on a hot day above 100 deg where the air is think the Concorde is always touching day with the tail bumper touching the runway always,, because of the lift it needs with the thin air..
otherwise they would have to land at a greater speed which is more dangerous then a high angle of attack landing which this aircraft is designed for.. being that there is a wheel on the tail for this exact reason..
if you ever flown the Concorde in the real world you would know what i'm talking about, i have not, but my brother has. i know all this first hand..


But my point was in the real world there is no such thing as a tail strike with the concorde, becuase of it's tail bumper design with the wheel there, in fact i been looking into this spoke with some one who worked for Air-France back in 1990's 

and confirmed with me that the tail bumper is just as strong as the landing gear and has to be, because of specific conditions 
when landing or taking off, for example he explained to me that when he use to land in DFW Dallas Forthworth texas, 
when it was over 100 deg temp the air was very thin, and when landing the nose is way up there touching down and always would ride on the tail bumper if it wasn't for that he  mention it would be almost impossible to land unless you touch down at 160 knots which would probably cause damage to the landing gear over time doing that..

The Concorde was designed to take off and land and angles like that, that is one of the reason the nose moves up and down they use that so they can see what's going on when coming in for a landing other wise the pilot would be looking at the sky instead of the runway when landing..

There is a couple of annoying things about fspassenger that i wishthey was update is all i'm getting at and the writer of that software wanted
it to be as realistic as possible but in fact some of it is NOT!!!!

for example traveling above 250 knots below 10,000,, Getting cleared to do that is not done the way fspassenger does it, 
Really  "Captain I'll get on the horn and ask if we can go above 250 knots, LOL this is not how that is done, i worked for TWA for a long time.
Getting Cleared for that is not done that way, in fact going above 250 knots below 10,00 can be quite common more then you would think.
Going back,  to the Concorde days that aircraft always flew above 250 knots below 10,000 coming in for a landing at 5,000

it would normally be traveling at 275 knots they didn't need to get permission to fly above 250 at all because this was how it was done with that aircraft..
also when there is an airshow f18's fly at the speed of sound about 4,000 feet some times as low as 1,000 feet 
so the spectators can see and hear the sonic boom for the show. but military aircraft doesn't need permission to go above 250 knots any way they do it all the time every day..

the space shuttle comes in for a landing and touches down at 200 knots and is flying over 500 knots well below 10,000 they do not need to get permission for this lmao

getting clearance for over 250 knots is not done by a co-pilot asking permission on the phone LOL
it's done in your Flightplan when you file it.. you already know if you able to before you even get in the cockpit of the aircraft..
other instances are if you are making an emergency landing and need to maintain a high speed because of a problem because of your engines out or what ever emergency all Rules are out the window the priority is to get the plane safety on the runway.
one of the things i was trained in in safety, was if you know your about to lose all engines or what ever your trained to get the aircraft at as high speed as possible to make the distance of your landing zone and able to maintain lift longer, this could be at less then 10,000 and 
so the 250 below 10k is out the window there.....

I'm retired of course, but can tell you alot of things that many people are unaware of in the airline world..
The 250 below 10k was implemented a long time ago because of safety where large aircraft would stay below 250 below 10k 
because of giving you more time to react because of air traffic, but with today's technology with radar and computers and GPSW and all that stuff
there is no need for airliners to visually spot them, in fact atc always radio's in that for you for the pilots to be aware and then responds when they see it to let ATC know you see it..
ATC controls all that today and see's all there systems will warn them when 2 aircraft are headed for a collision or are going to be close, they will send some one out of the way in time easily and alot of the aircraft systems will know and automatically avoid it for if the pilot doesn't take action..
no need for the 250 below 10k any more..
Donny


"so this is BS another in un-realistic thing in fspassenger"

I don't think comments like that are called for and it's not going to invite many replies. But as a Queen Of The Skies buff..

The tailwheel in the real world is a lot more effective than a simulator and this is because of the FS world and nothing to do with FSPassengers. The next time you take off or are touching down change the camera angle to outside where you can see what comes in to contact with the ground. The tail wheel on your simulator might not even be operational and is just there for decoration so make sure you can see it doing its job and not just sink in to the ground. Tail strikes are actually very well simulated in FSPassengers and I know this better than most because I've spent the last month getting that penalty a lot while I experiment taking off from runways that would be considered too short in the real world for Concorde. The problem is that penalty automatically causes a drop in the passengers flight rating from the 90s to around 71% and, I could be wrong here, but I think it's a permanent dent on the flight rating so it's impossible to get a perfect flight. For that reason if I get tail strike I have to automatically abort and restart.

After all my experiments I've noticed what triggers the penalty is spot on and only happens if the tail contacts the ground. The only way to avoid it is to rotate at the correct time and pitch up to 10 degrees and hold it there until you become airborne. I was pitching up at 170 KIAS thinking (praying) it would help me become airborne quicker on a runway at Heathrow but the runway was too short plain and simple. The only way to do it in Concorde with full fuel and maximum passengers and cargo is to rotate exactly at 180 KIAS and hold 10 degrees pitch. Any runway 8500ft or shorter is going to result in a tail strike penalty or leaving the runway penalty every time in Concorde.

There is also the CoG to consider and slight deviations don't make much difference but if it's way out that could make the aircraft more prone to a tail strike.

(08-10-2018, 12:03 AM)Joeflyer Wrote: Donny, FsP tries to replicate real world the best it can. Sure, it falls short in some areas but it can't be everything to everybody. Getting familiar with the information that is provided with the software is very helpful in understanding the nit-noids of FsP.

As far as 250 knots below 10k goes, it's still implemented in real world. In spite of the technology on aircraft these days (ADS-B,TCAS,etc), pilots are STILL required to see and avoid. The technology sure helps us in any aircraft to see and avoid but the technology is not fool proof. I can relate many instances that the TCAS in the airplane didn't do it's job for one reason or another. That's why I always keep my eyes scanning out of every window in the cockpit...unless solid IFR. I never gave up that very important aspect of flying.