just for info

[drgilo1973]

im flying a concorde on the flight sim ( microsoft ) i saw on the board the stick for the flaps it written ( flaps indicator ) so when i put the stick down i dont see any flaps going down its just the nose of the plane who go down , so the question is ,is it possible that a nose of the plane do the role of flaps

[PaulG-rc]

On the Concorde there are no flaps, they come in with an extream angle of attack and have to lower the nose to position 2 for visibility.
Once on the ground the nose is raise to position 1 as not to hit anything while taxiing.

[Sempai-mj]

http://www.google.com/url?sa=t&rct=j&q=video%20of%20concorede%20landing&source=web&cd=1&ved=0CFEQtwIwAA&url=http%3A%2F%2Fwww.youtube.com%2Fwatch%3Fv%3DEWF y8wl6i_s&ei=TpnKT8mnIsX2gge2oOnVBg&usg=AFQjCNEmHxR_3PoLT38X3qewG6V7bt6VGw&sig2=5OWsT2AwUQdudWwKZrtQtQ

[MidnightHeli]

the Concorde delta wing only has 6 trailing edge "elevons" that replace the traditional elevators and ailerons that allow control of both pitch and roll of the aircraft. The slender delta that features on Concorde takes this one step further. Looking head-on at the Concorde wing, it does not just sweep back (by 55 degrees) but it twists and droops, it is the intricacies of this design that allows Concorde to generate sufficient lift at low speeds by increasing the angle of attack of the wing, but also to perform very efficiently at high speeds as it generates very little drag. The final benefit of the large delta shape is the ground effect that is created when the aircraft comes in to land. As the aircraft gets closer to the ground, the downwash of the air between the wing and the ground creates a cushion. Due to this air cushion, a landing on Concorde will tend to be very smooth even though it is at a much higher speed.
Concorde needs to be streamlined for supersonic flight, with a very long pointed nose to reduce drag and improved aerodynamic efficency. During take off and Landing Concorde flies with a very high angle of attack (high nose angle) this was required due to the way the Concorde delta wing produces lift at low speeds. At these low speeds with the high attack angles the streamlined nose would prevent the pilots seeing correctly during take-off and landing operations, the solution the engineers came up with was for Concorde to have a drooping nose that could be configured differently during the appropriate stages of flight. The aerodynamic loads and high temperatures at supersonic speeds also required a protective streamlined visor for the windscreens to be manufactures, this would also have to be re-positioned for take off and landing. The Visor is made out of special heat-resistant glass and is slightly tinted, and the outside panels are hinged for access.
Position 1
Nose and Visor fully retracted in up position. Used during Supersonic cruise and when parked
Position 2
Nose fully up, Visor retracted into droop nose. Used during short subsonic cruise (eg fly past) and windscreen cleaning
Position 3
Nose down at 5 degrees Visor retracted into droop nose.Used for take off and taxi
Position 4
Nose down at 12.5 degrees up, Visor retracted into droop nose. Used for landings and taxi, although raised quickly to position 3 to avert damage

[drgilo1973]

thnks fpr info