Concorde

For other uses, see Concorde (disambiguation).

1.1 Early studies

Arospatiale/BAC Concorde /kkrd/ is a BritishFrench turbojet-powered supersonic passenger jet airliner that was operated until 2003. It had a maximum
speed over twice the speed of sound at Mach 2.04 (1,354
mph or 2,180 km/h at cruise altitude), with seating for
92 to 128 passengers. First own in 1969, Concorde entered service in 1976 and continued ying for the next 27
years. It is one of only two supersonic transports to have
been operated commercially; the other is the Soviet-built
Tupolev Tu-144, which was operated for a much shorter
period.

The origins of the Concorde project date to the early

1950s, when Arnold Hall, director of the Royal Aircraft
Establishment (RAE) asked Morien Morgan to form a
committee to study the supersonic transport (SST) concept. The group met for the rst time in February 1954
and delivered their rst report in April 1955.[5]

At the time it was known that the drag at supersonic

speeds was strongly related to the span of the wing.[N 1]
This led to the use of very short-span, very thin rectangular wings such as those seen on the control surfaces
of many missiles, or in aircraft like the Lockheed F-104
Concorde was jointly developed and manufactured by Starghter or the Avro 730 that the team studied. The
conguration that looked like an
Arospatiale and the British Aircraft Corporation (BAC) team outlined a baseline
[6]
enlarged
Avro
730.
under an Anglo-French treaty. Concordes name, meaning harmony or union, reects the co-operation on the This same short span produced very little lift at low speed,
project between the United Kingdom and France. In the which resulted in extremely long take-o runs and frightUK, any or all of the type are known simply as Con- eningly high landing speeds.[7] In an SST design, this
corde, with no denite article the. Twenty aircraft were would have required enormous engine power to lift o
built including six prototypes and development aircraft. from existing runways, and to provide the fuel needed,
Air France (AF) and British Airways (BA) each received some horribly large aeroplanes resulted.[6] Based on
seven aircraft. The research and development failed to this, the group considered the concept of an SST unfeamake a prot and the two then state-owned airlines bought sible, and instead suggested continued low-level studies
the aircraft at a huge discount.
into supersonic aerodynamics.[6]
Among other destinations, Concorde ew regular
transatlantic ights from Londons Heathrow Airport and
Pariss Charles de Gaulle Airport to John F. Kennedy
International Airport in New York, Washington Dulles
International Airport and Grantley Adams International
Airport in Barbados; it ew these routes in less than
half the time of other airliners. Over time, the aircraft
became protable when it found a customer base willing
to pay for ights on what was, for most of its career, the
fastest commercial airliner in the world. The aircraft
has been regarded as an aviation icon, while it was also
criticised for being uneconomical, and lacking a credible
market.

1.2 Slender deltas

Soon after, Johanna Weber and Dietrich Kchemann

at the RAE published a series of reports on a new
wing planform, known in the UK as the slender delta
concept.[8][9] The team, including Eric Maskell, worked
with the fact that delta wings can produce strong vortexes
on their upper surfaces at high angles of attack.[6] The
vortex will lower the air pressure and cause lift to be
greatly increased. This eect had been noticed earlier,
notably by Chuck Yeager in the Convair XF-92, but its
qualities had not been fully appreciated. Weber suggested
Concorde was retired in 2003 after the types only crash
that this was no mere curiosity, and the eect could be dein 2000, as well as after a general downturn in the comliberately used to improve low speed performance.[9][6]
mercial aviation industry, the September 11 attacks in
2001, and a decision by Airbus, the successor to Arospa- Kchemanns and Webers papers changed the entire nature of supersonic design almost overnight. Although the
tiale and BAC, to discontinue maintenance support.[4]
delta had already been used on aircraft prior to this point,
these designs used planforms that were not much dierent from a swept wing of the same span.[N 2] Weber noted
that the lift from the vortex was increased by the length of
1 Development
the wing it had to operate over, which suggested that the
eect would be maximised by extending the wing along
1

the fuselage as far as possible. Such a layout would still

have good supersonic performance inherent to the short
span, while also oering reasonable take-o and landing
speeds using vortex generation.[9] The only downside to
such a design is that the aircraft would have to take o
and land very nose high to generate the required vortex
lift, which led to questions about the low speed handling
qualities of such a design.[10] It would also need to have
long landing gear to produce the required angles while
still on the runway.

DEVELOPMENT

would cost about 75 to 90 million to develop, and be in

service in 1970. The smaller 100 passenger short-range
version would cost perhaps 50 to 80 million, and be
ready for service in 1968. To meet this schedule, development would need to begin in 1960, with production
contracts let in 1962.[6] Morgan strongly suggested that
the US was already involved in a similar project, and that
if the UK failed to respond it would be locked out of an
airliner market that he believed would be dominated by
SST aircraft.[13]

Kchemann presented the idea at a meeting where Morgan was also present. Test pilot Eric Brown recalls Morgans reaction to the presentation, saying that he immediately seized on it as the solution to the SST problem.
Brown considers this moment as being the true birth of
the Concorde project.[10]

1.3

In 1959, a study contract was awarded to Hawker Siddeley and Bristol for preliminary designs based on the slender delta concept,[14] which developed as the HSA.1000
and Bristol 198. Armstrong Whitworth also responded
with an internal design, the M-Wing, for the lower-speed
shorter-range category. Even at this early time, both the
STAC group and the government were looking for partners to develop the designs. In September 1959, Hawker
Supersonic Transport Advisory Com- approached Lockheed, and after the creation of British
mittee
Aircraft Corporation in 1960, the former Bristol team immediately started talks with Boeing, General Dynamics,
Douglas Aircraft and Sud Aviation.[14]

1.4 Ogee planform selected

The HP.115 tested the low-speed performance of the slender

delta layout.

On 1 October 1956 the Ministry of Supply asked Morgan

to form a new study group, the Supersonic Transport Advisory Committee (STAC),[11] with the explicit goal of developing a practical SST design and nding industry partners to build it. At the very rst meeting, on 5 November
1956, the decision was made to fund the development of
a test bed aircraft to examine the low-speed performance
of the slender delta, a contract that eventually produced
the Handley Page HP.115.[10] This aircraft would ultimately demonstrate safe control at speeds as low as 69
mph, about that of the F-104 Starghter.[12]

Kchemann and others at the RAE continued their work

on the slender delta throughout, considering three basic
shapes; the classic straight-edge delta, the gothic delta
that was rounded outwards to appear like a gothic arch,
and the ogival wing that was compound-rounded into
the shape of an ogee. Each of these planforms had its own
advantages and disadvantages in terms of aerodynamics.
As they worked with these shapes, a practical concern
grew to become so important that it forced selection of
one of these designs.[15]
Generally one wants to have the wings centre of pressure (CP, or lift point) close to the aircrafts centre of
gravity (CG, or balance point) to reduce the amount of
control force required to pitch the aircraft. As the aircraft
layout changes during the design phase, it is common for
the CG to move fore or aft. With a normal wing design
this can be addressed by moving the wing slightly fore
or aft to account for this.[N 3] With a delta wing running
most of the length of the fuselage, this was no longer easy;
moving the wing would leave it in front of the nose or behind the tail. Studying the various layouts in terms of CG
changes, both during design and changes due to fuel use
during ight, the ogee planform immediately came to the
fore.[15]

STAC stated that an SST would have economic performance similar to existing subsonic types.[6] Although they
would burn more fuel in cruise, they would be able to y
more sorties in a given period of time, so fewer aircraft
would be needed to service a particular route. This would
remain economically advantageous as long as fuel represented a small percentage of operational costs, as it did at
the time.[6]
While the wing planform was evolving, so was the baSTAC suggested that two designs naturally fell out of sic SST concept. Bristols original Type 198 was a small
their work, a transatlantic model ying at about Mach 2, design with an almost pure slender delta wing,[16] but
and a shorter-range version ying at perhaps Mach 1.2. evolved into the larger Type 223 with an ogival wing and
Morgan suggested that a 150-passenger transatlantic SST canards as well.

1.6

1.5

Cabinet response, treaty

Partnership with Sud

By this time similar political and economic concerns

in France had led to their own SST plans. In the
late 1950s the government requested designs from
both the government-owned Sud and Nord, as well as
Dassault.[N 4] All three returned designs based on Kchemann and Webers slender delta; Nord suggested a ramjet
powered design ying at Mach 3, the other two were jet
powered Mach 2 designs that were similar to each other.
Of the three, the Sud Aviation Super-Caravelle won the
design contest with a medium-range design deliberately
sized to avoid competition with transatlantic US designs
they assumed were already on the drawing board.[17]

1.6 Cabinet response, treaty

While the development teams met, French Minister of
Public Works and Transport Robert Buron was meeting
with the UK Minister of Aviation Peter Thorneycroft,
and Thorneycroft soon revealed to the cabinet that the
French were much more serious about a partnership than
any of the US companies.[22] The various US companies
had proved uninterested in such a venture, likely due to
the belief that the government would be funding development and would frown on any partnership with a European company, and the risk of giving away US technological leadership to a European partner.[14]
When the STAC plans were presented to the UK cabinet,
a very negative reaction resulted. The economic considerations were considered highly questionable, especially
as these were based on development costs, now estimated
to be 150 million, which were repeatedly overrun in the
industry. The Treasury Ministry in particular presented a
very negative view, suggesting that there was no way the
project would have any positive nancial returns for the
government, especially in light that the industrys past
record of over-optimistic estimating (including the recent
history of the TSR.2) suggests that it would be prudent
to consider the 150 million [cost] to turn out much too
low.[22]

As soon as the design was complete, in April 1960, Pierre

Satre, the companys technical director, was sent to Bristol to discuss a partnership. Bristol was surprised to nd
that the Sud team had designed a very similar aircraft
after considering the SST problem and coming to the
very same conclusions as the Bristol and STAC teams in
terms of economics. It was later revealed that the original STAC report, marked For UK Eyes Only, had secretly been passed to the French to win political favour.
Sud made minor changes to the paper, and presented it This concern led to an independent review of the project
as their own work.[18]
by the Committee on Civil Scientic Research and DevelUnsurprisingly, the two teams found much to agree on. opment, which met on topic between July and September
The French had no modern large jet engines, and had 1962. The Committee ultimately rejected the economic
already concluded they would buy a British design any- arguments, including considerations of supporting the inway (as they had on the earlier subsonic Caravelle).[19] As dustry made by Thorneycroft. Their report in October
neither company had experience in the use of high-heat stated that it was unlikely there would be any direct posimetals for airframes, a maximum speed of around Mach tive economic outcome, but that the project should still be
2 was selected so aluminium could be used above this considered for the simple reason that everyone else was
going supersonic, and they were concerned they would be
speed the friction with the air warms the metal so much
that aluminium begins to soften. This lower speed would locked out of future markets. Conversely, it appeared the
project would not be likely to signicantly impact other,
also speed development and allow their design to y be[22]
fore the Americans. Finally, everyone involved agreed more important, research eorts.
that Kchemanns ogee shaped wing was the right one.[17]
The only disagreements were over the size and range.
The UK team was still focused on a 150-passenger design serving transatlantic routes, while the French were
deliberately avoiding these. However, this proved not to
be the barrier it might seem; common components could
be used in both designs, with the shorter range version
using a clipped fuselage and four engines, the longer one
with a stretched fuselage and six engines, leaving only the
wing to be extensively re-designed.[20] The teams continued to meet through 1961, and by this time it was clear
that the two aircraft would be considerably more similar in spite of dierent range and seating arrangements.
A single design emerged that diered primarily in fuel
load. More powerful Bristol Siddeley Olympus engines,
being developed for the TSR-2, allowed either design to
be powered by only four engines.[21]

After considerable argument, the decision to proceed ultimately fell to an unlikely political expediency. At the
time, the UK was pressing for admission to the European
Common Market, which was being controlled by Charles
de Gaulle who felt the UKs Special Relationship with the
US made them unacceptable in a pan-European group.
Cabinet felt that signing a deal with Sud would pave the
way for Common Market entry, and this became the main
deciding reason for moving ahead with the deal.[23] It was
this belief that had led the original STAC documents being leaked to the French. However, De Gaulle spoke of
the European origin of the design, and continued to block
the UKs entry into the Common Market.[23]
The development project was negotiated as an international treaty between the two countries rather than a commercial agreement between companies and included a
clause, originally asked for by the UK, imposing heavy

DEVELOPMENT

penalties for cancellation. A draft treaty was signed on The consortium secured orders (i.e., non-binding op29 November 1962.[24]
tions) for over 100 of the long-range version from
the major airlines of the day: Pan Am, BOAC, and
Air France were the launch customers, with six Concordes each. Other airlines in the order book included
1.7 Naming
Panair do Brasil, Continental Airlines, Japan Airlines,
Reecting the treaty between the British and French Lufthansa, American Airlines, United Airlines, Air Ingovernments that led to Concordes construction, the dia, Air Canada, Brani, Singapore Airlines, Iran Air,
name Concorde is from the French word concorde (IPA: Olympic Airways, Qantas, CAAC, Middle East Airlines,
[24][31][32]
At the time of the rst ight the op[k kd]), which has an English equivalent, concord. and TWA.
tions
list
contained
74
options from 16 airlines:
Both words mean agreement, harmony or union. The
name was ocially changed to Concord by Harold
Macmillan in response to a perceived slight by Charles
de Gaulle. At the French roll-out in Toulouse in late
1967,[25] the British Government Minister for Technology, Tony Benn, announced that he would change the
spelling back to Concorde.[26] This created a nationalist
uproar that died down when Benn stated that the sufxed e represented Excellence, England, Europe and
Entente (Cordiale)". In his memoirs, he recounts a tale
of a letter from an irate Scotsman claiming: "[Y]ou talk
about 'E' for England, but part of it is made in Scotland.
Given Scotlands contribution of providing the nose cone
for the aircraft, Benn replied, "[I]t was also 'E' for 'cosse'
(the French name for Scotland) and I might have added
'e' for extravagance and 'e' for escalation as well!"[27]

1.9 Testing
The design work was supported by a preceding research
programme studying the ight characteristics of low ratio delta wings. A supersonic Fairey Delta 2 was modied and as the BAC 221 was used for ight tests
of the high speed ight envelope,[34] the Handley Page
HP.115 also provided valuable information on low speed
performance.[35]

Construction of two prototypes began in February 1965:

001, built by Arospatiale at Toulouse, and 002, by BAC
at Filton, Bristol. Concorde 001 made its rst test ight
from Toulouse on 2 March 1969, piloted by Andr Turcat,[36] and rst went supersonic on 1 October.[37] The
Concorde also acquired an unusual nomenclature for an
rst UK-built Concorde ew from Filton to RAF Fairaircraft. In common usage in the United Kingdom, the
ford on 9 April 1969, piloted by Brian Trubshaw.[38][39]
type is known as Concorde without an article, rather than
Both prototypes were presented to the public for the rst
the Concorde or a Concorde.[28][29]
time on 78 June 1969 at the Paris Air Show. As the
ight programme progressed, 001 embarked on a sales
and demonstration tour on 4 September 1971, which was
1.8 Sales eorts
also the rst transatlantic crossing of Concorde.[40][41]
Concorde 002 followed suit on 2 June 1972 with a tour
of the Middle and Far East.[42] Concorde 002 made the
rst visit to the United States in 1973, landing at the new
Dallas/Fort Worth Regional Airport to mark that airports
opening.[43]

British Airways Concorde in early BA livery at London-Heathrow

Airport, in the 1980s

At rst, the new consortium intended to produce one

long-range and one short-range version. However,
prospective customers showed no interest in the shortrange version and it was dropped.[24]
An advertisement covering two full pages, promoting
Concorde, ran in 29 May 1967 issue of Aviation Week &
Space Technology. The advertisement predicted a market
for 350 aircraft by 1980 and boasted of Concordes head
start over the United States SST project.[30]

Concordes rst visit to Heathrow Airport on 1 July 1972

While Concorde had initially held a great deal of customer interest, the project was hit by a large number of
order cancellations. The Paris Le Bourget air show crash
of the competing Soviet Tupolev Tu-144 had shocked

2.1

General features

potential buyers, and public concern over the environmental issues presented by a supersonic aircraft the
sonic boom, take-o noise and pollution had produced
a shift in public opinion of SSTs. By 1976 four nations
remained as prospective buyers: Britain, France, China,
and Iran.[44] Only Air France and British Airways (the
successor to BOAC) took up their orders, with the two
governments taking a cut of any prots made.[45]
The United States cancelled the Boeing 2707, its rival
supersonic transport programme, in 1971. Observers
have suggested that opposition to Concorde on grounds
of noise pollution had been encouraged by the United
States Government, as it lacked its own competitor.[46]
The US, India, and Malaysia all ruled out Concorde supersonic ights over the noise concern, although some Concorde ight deck layout
of these restrictions were later relaxed.[47][48] Professor
Douglas Ross characterised restrictions placed upon Con- For high speed and optimisation of ight:
corde operations by President Jimmy Carter's administration as having been an act of protectionism of American
Double delta (ogee/ogival) shaped wings[8]
[49]
aircraft manufacturers. Concorde ew to an altitude of
Variable engine air intake ramp system controlled by
68,000 ft (20,700 m) during a test ight in June 1973.[50]
digital computers[57]
Concorde had other considerable diculties that led to its
Supercruise capability[58]
dismal sales performance. Costs had spiralled during development to more than six times the original projections,
Thrust-by-wire engines, predecessor of todays
arriving at a unit cost of 23 million in 1977 (equivalent
FADEC-controlled engines[57]
to 128.87 million in 2015).[51] World events had also
Droop-nose section for better landing visibility
dampened Concorde sales prospects, the 1973 oil crisis
made many airlines think twice about aircraft with high
fuel consumption rates; and new wide-body aircraft, such For weight-saving and enhanced performance:
as the Boeing 747, had recently made subsonic aircraft
Mach 2.04 (~2,179 km/h or 1,354 mph) cruising
signicantly more ecient and presented a low-risk opspeed[59] for optimum fuel consumption (supersonic
tion for airlines.[52] While carrying a full load, Concorde
drag minimum although turbojet engines are more
achieved 15.8 passenger miles per gallon of fuel, while
ecient at higher speed[60] ) Fuel consumption at
the Boeing 707 reached 33.3 pm/g, the Boeing 747 46.4
[53]
Mach 2.0 and at altitude of 60,000 feet (18,000 m)
pm/g, and the McDonnell Douglas DC-10 53.6 pm/g.
was 4,800 gallons per hour (22,000 L/h).[61]
An emerging trend in the industry in favour of cheaper
airline tickets had also caused airlines such as Qantas to
Mainly aluminium construction for low weight and
question Concordes market suitability.[54]
conventional manufacture (higher speeds would
have ruled out aluminium)[62]

2
2.1

Design
General features

Concorde is an ogival delta winged aircraft with four

Olympus engines based on those employed in the RAFs
Avro Vulcan strategic bomber. It is one of the few commercial aircraft to employ a tailless design (the Tupolev
Tu-144 being another). Concorde was the rst airliner to have a (in this case, analogue) y-by-wire ightcontrol system; the avionics system the Concorde used
was unique because it was the rst commercial aircraft to
employ hybrid circuits.[55] The principal designer for the
project was Pierre Satre, with Sir Archibald Russell as his
deputy.[56]
Concorde pioneered the following technologies:

Full-regime autopilot and autothrottle[63] allowing

hands o control of the aircraft from climb out
to landing
Fully electrically controlled analogue y-by-wire
ight controls systems[55]
High-pressure hydraulic system of 28 MPa (4,000
lbf/in) for lighter hydraulic components,[64] tripled
independent systems (Blue, Green, and Yellow) for redundancy, with an emergency ram
air turbine (RAT) stored in the port-inner elevon
jack fairing supplying Green and Yellow as
backup.[65]
Complex Air data computer (ADC) for the automated monitoring and transmission of aerodynamic
measurements (total pressure, static pressure, angle
of attack, side-slip).[66]

DESIGN

Fully electrically controlled analogue brake-by-wire Rolls-Royce/Snecma Olympus 593, a development of the
system[67]
Bristol engine rst used for the Avro Vulcan bomber, and
developed into an afterburning supersonic variant for the
Pitch trim by shifting fuel around the fuselage for BAC TSR-2 strike bomber.[72] Rolls-Royces own engine
centre-of-gravity (CofG) control at the approach to proposed for the aircraft at the time of Concordes initial
Mach 1 and above with no drag penalty.[68]
design was the RB.169.[73]
Parts made using "sculpture milling", reducing The aircraft used reheat (afterburners) at take-o and to
the part count while saving weight and adding pass through the upper transonic regime and to supersonic
strength.[69]
speeds, between Mach 0.95 and Mach 1.7. The afterburners were switched o at all other times.[74] Due to jet
No auxiliary power unit, as Concorde would only engines being highly inecient at low speeds, Concorde
visit large airports where ground air start carts are burned two tonnes of fuel (almost 2% of the maximum
available.[70]
fuel load) taxiing to the runway.[75] Fuel used is Jet A-1.
Due to the high thrust produced even with the engines at
idle, only the two outer engines were run after landing for
2.2 Powerplant
easier taxiing and less brake pad wear - at low weights after landing the aircraft would not remain stationary with
all four engines idling requiring the brakes to be continuously applied to prevent the aircraft moving.
The intake design for Concordes engines was especially
critical.[76] The intakes had to provide low distortion levels (to prevent engine surge) and high eciency for all
likely ambient temperatures to be met in cruise. They had
to provide adequate subsonic performance for diversion
cruise and low engine-face distortion at take-o. They
also had to provide an alternate path for excess intake air
Close up of during engine throttling or shutdowns.[77] The variable inengine nozzles of production Concorde G-AXDN. The take features required to meet all these requirements connozzle consists of tilting cups.
sisted of front and rear ramps, a dump door, an auxiliary
inlet and a ramp bleed to the exhaust nozzle.[78]
As well as supplying air to the engine, the intake also supplied air through the ramp bleed to the propelling nozzle.
The nozzle ejector (or aerodynamic) design, with variable
exit area and secondary ow from the intake, contributed
to good expansion eciency from take-o to cruise.[79]
Concordes
intake ramp system schematics

Concordes
intake ramp system
Main article: Rolls-Royce/Snecma Olympus 593
Concorde needed to y long distances to be economically
viable; this required high eciency. Turbofan engines
were rejected due to their larger cross-section producing excessive drag. Turbojets were found to be the best
choice of engines.[71] The engine used was the twin spool

Engine failure causes problems on conventional subsonic

aircraft; not only does the aircraft lose thrust on that side
but the engine creates drag, causing the aircraft to yaw
and bank in the direction of the failed engine. If this had
happened to Concorde at supersonic speeds, it theoretically could have caused a catastrophic failure of the airframe. Although computer simulations predicted considerable problems, in practice Concorde could shut down
both engines on the same side of the aircraft at Mach
2 without the predicted diculties.[80] During an engine
failure the required air intake is virtually zero so, on Concorde, engine failure was countered by the opening of the
auxiliary spill door and the full extension of the ramps,
which deected the air downwards past the engine, gaining lift and minimising drag. Concorde pilots were routinely trained to handle double engine failure.[81]
Concordes Air Intake Control Units (AICUs) made use
of a digital processor to provide the necessary accuracy
for intake control. It was the worlds rst use of a digital
processor to be given full authority control of an essential system in a passenger aircraft. It was developed by

2.4

Structural issues

the Electronics and Space Systems (ESS) division of the

British Aircraft Corporation after it became clear that the
analogue AICUs tted to the prototype aircraft and developed by Ultra Electronics were found to be insuciently
accurate for the tasks in hand.[82]

face had to be covered with a highly reective white paint

to avoid overheating the aluminium structure due to heating eects from supersonic ight at Mach 2. The white
nish reduced the skin temperature by 6 to 11 degrees
Celsius.[92] In 1996, Air France briey painted F-BTSD
of the
Concordes thrust-by-wire engine control system was also in a predominantly blue livery, with the exception
[93]
wings,
in
a
promotional
deal
with
Pepsi.
In
this
paint
[83]
developed by Ultra Electronics.
scheme, Air France was advised to remain at Mach 2 for
no more than 20 minutes at a time, but there was no restriction at speeds under Mach 1.7. F-BTSD was used
2.3 Heating problems
because it was not scheduled for any long ights that re[94]
Air compression on the outer surfaces caused the cabin to quired extended Mach 2 operations.
heat up during ight. Every surface, such as windows and
panels, was warm to the touch by the end of the ight.[84]
Besides engines, the hottest part of the structure of any 2.4 Structural issues
supersonic aircraft, due to aerodynamic heating, is the
nose. The engineers used Hiduminium R.R. 58, an aluminium alloy, throughout the aircraft due to its familiarity, cost and ease of construction. The highest temperature that aluminium could sustain over the life of the aircraft was 127 C (261 F), which limited the top speed
to Mach 2.02.[85] Concorde went through two cycles of
heating and cooling during a ight, rst cooling down
as it gained altitude, then heating up after going supersonic. The reverse happened when descending and slowing down. This had to be factored into the metallurgical
and fatigue modelling. A test rig was built that repeatedly heated up a full-size section of the wing, and then
cooled it, and periodically samples of metal were taken
for testing.[86][87] The Concorde airframe was designed
for a life of 45,000 ying hours.[88]

98 C
95 C
94 C
105 C

93 C
92 C

100 C
94 C

127 C

92 C

91 C

97 C

Ma = 2

Concorde skin temperatures

Owing to air compression in front of the plane as it travelled at supersonic speed, the fuselage heated up and
expanded by as much as 300 mm (almost 1 ft). The most
obvious manifestation of this was a gap that opened up
on the ight deck between the ight engineer's console
and the bulkhead. On some aircraft that conducted a retiring supersonic ight, the ight engineers placed their
caps in this expanded gap, wedging the cap when it shrank
again.[89] To keep the cabin cool, Concorde used the fuel
as a heat sink for the heat from the air conditioning.[90]
The same method also cooled the hydraulics. During supersonic ight the surfaces forward from the cockpit became heated, and a visor was used to deect much of this
heat from directly reaching the cockpit.[91]

Fuel pitch trim

Due to its high speeds, large forces were applied to the aircraft during banks and turns, and caused twisting and distortion of the aircrafts structure. In addition there were
concerns over maintaining precise control at supersonic
speeds. Both of these issues were resolved by active ratio changes between the inboard and outboard elevons,
varying at diering speeds including supersonic. Only
Concorde had livery restrictions; the majority of the sur- the innermost elevons, which are attached to the stiest

DESIGN

area of the wings, were active at high speed.[95] Addition- of Concordes fuselage
ally, the narrow fuselage meant that the aircraft exed.[57]
This was visible from the rear passengers viewpoints.[96]
When any aircraft passes the critical mach of that particular airframe, the centre of pressure shifts rearwards.
This causes a pitch down force on the aircraft if the centre of mass remains where it was. The engineers designed the wings in a specic manner to reduce this shift,
but there was still a shift of about 2 metres. This could
have been countered by the use of trim controls, but at
British Airsuch high speeds this would have dramatically increased ways Concorde interior. The narrow fuselage permitted
drag. Instead, the distribution of fuel along the aircraft only a 4-abreast seating with limited headroom
was shifted during acceleration and deceleration to move
the centre of mass, eectively acting as an auxiliary trim
Concordes high cruising altitude meant passengers recontrol.[97]
ceived almost twice the ux of extraterrestrial ionising
radiation as those travelling on a conventional long-haul
ight.[102][103] Upon Concordes introduction, it was spec2.5 Range
ulated that this exposure during supersonic travels would
increase the likelihood of skin cancer.[104] Due to the
To y non-stop across the Atlantic Ocean, Concorde re- proportionally reduced ight time, the overall equivalent
quired the greatest supersonic range of any aircraft.[98] dose would normally be less than a conventional ight
This was achieved by a combination of engines which over the same distance.[105] Unusual solar activity might
were highly ecient at supersonic speeds,[N 5][57] a slen- lead to an increase in incident radiation.[106] To prevent
der fuselage with high neness ratio, and a complex wing incidents of excessive radiation exposure, the ight deck
shape for a high lift-to-drag ratio. This also required car- had a radiometer and an instrument to measure the rate
rying only a modest payload and a high fuel capacity, and of decrease of radiation.[103] If the radiation level bethe aircraft was trimmed with precision to avoid unnec- came too high, Concorde would descend below 47,000
essary drag.[8][97]
feet (14,000 m).
Nevertheless, soon after Concorde began ying, a Concorde B model was designed with slightly larger fuel
capacity and slightly larger wings with leading edge slats 2.7 Cabin pressurisation
to improve aerodynamic performance at all speeds, with
the objective of expanding the range to reach markets in Airliner cabins were usually maintained at a pressure
new regions.[99] It featured more powerful engines with equivalent to 6,0008,000 feet (1,8002,400 m) elevasound deadening and without the fuel-hungry and noisy tion. Concordes pressurisation was set to an altitude at
afterburner. It was speculated that it was reasonably pos- the lower end of this range, 6,000 feet (1,800 m).[107]
sible to create an engine with up to 25% gain in e- Concordes maximum cruising altitude was 60,000 feet
ciency over the Rolls-Royce/Snecma Olympus 593.[100] (18,000 m); subsonic airliners typically cruise below
This would have given 500 mi (805 km) additional range 40,000 feet (12,000 m).
and a greater payload, making new commercial routes
A sudden reduction in cabin pressure is hazardous to all
possible. This was cancelled due in part to poor sales
passengers and crew.[108] Above 50,000 feet (15,000 m),
of Concorde, but also to the rising cost of aviation fuel in
a sudden cabin depressurisation would leave a "time of
the 1970s.[101]
useful consciousness" up to 1015 seconds for a conditioned athlete.[109] At Concordes altitude, the air density is very low; a breach of cabin integrity would re2.6 Radiation concerns
sult in a loss of pressure severe enough so that the plastic emergency oxygen masks installed on other passenger
jets would not be eective and passengers would soon
suer from hypoxia despite quickly donning them. Concorde was equipped with smaller windows to reduce the
rate of loss in the event of a breach,[110] a reserve air supply system to augment cabin air pressure, and a rapid descent procedure to bring the aircraft to a safe altitude.
The FAA enforces minimum emergency descent rates for
aircraft and noting Concordes higher operating altitude,
concluded that the best response to pressure loss would be
External view a rapid descent.[111] Continuous positive airway pressure

2.9

Brakes and undercarriage

would have delivered pressurised oxygen directly to the

pilots through masks.[110]

2.8

Flight characteristics

9
over the subsonic aeroplanes you can see
all these 747s 20,000 feet below you almost
appearing to go backwards, I mean you are
going 800 miles an hour or thereabouts faster
than they are. The aeroplane was an absolute
delight to y, it handled beautifully. And
remember we are talking about an aeroplane
that was being designed in the late 1950s
mid 1960s. I think its absolutely amazing and
here we are, now in the 21st century, and it
remains unique.
John Hutchinson, Concorde Captain, The
Worlds Greatest Airliner (2003)[119]

2.9 Brakes and undercarriage

Concorde performing a low-level ypast at an air show in August

1981

While subsonic commercial jets took eight hours to y

from New York to Paris, the average supersonic ight
time on the transatlantic routes was just under 3.5 hours.
Concorde had a maximum cruise altitude of 18,300 metres (60,039 ft) and an average cruise speed of Mach 2.02,
about 1155 knots (2140 km/h or 1334 mph), more than
twice the speed of conventional aircraft.[112]
With no other civil trac operating at its cruising altitude of about 56,000 ft (17,000 m), dedicated oceanic
airways or tracks were used by Concorde to cross the
Atlantic. Due to the nature of high altitude winds, these
SST tracks were xed in terms of their co-ordinates, unlike the North Atlantic Tracks at lower altitudes whose undercarriage
co-ordinates alter daily according to forecast weather patterns (jetstreams).[113] Concorde would also be cleared in
a 15,000-foot (4,600 m) block, allowing for a slow climb
from 45,000 to 60,000 ft (18,000 m) during the oceanic
crossing as the fuel load gradually decreased.[114] In regular service, Concorde employed an ecient cruise-climb
ight prole following take-o.[115]
The delta-shaped wings required Concorde to adopt a
higher angle of attack at low speeds than conventional
aircraft, but it allowed the formation of large low pressure vortices over the entire upper wing surface, maintaining lift.[116] The normal landing speed was 170 miles
per hour (274 km/h).[117] Because of this high angle, during a landing approach Concorde was on the back side
of the drag force curve, where raising the nose would increase the rate of descent; the aircraft was thus largely
own on the throttle and was tted with an autothrottle to
reduce the pilots workload.[118]
The only thing that tells you that you're
moving is that occasionally when you're ying

Concorde

main

Tail bumper of
Concorde G-BOAG at the Museum of Flight in Seattle
Because of the way Concordes delta-wing generated lift,
the undercarriage had to be unusually strong. At rotation,
Concorde would rise to a high angle of attack, about 18
degrees. Prior to rotation the wing generated almost no
lift, unlike typical aircraft wings. Combined with the
high airspeed at rotation (199 knots indicated airspeed),
this increased the stresses on the main undercarriage in a
way that was initially unexpected during the development
and required a major redesign.[120] Due to the high angle
needed at rotation, a small set of wheels were added aft to

10

OPERATIONAL HISTORY

prevent tailstrikes. The main undercarriage units swing

towards each other to be stowed but due to their great
height also need to retract telescopically before swinging to clear each other when stowed.[121] The four main
wheel tyres on each bogie unit are inated to 232 lb/sq
in (1,600 kPa). The twin-wheel nose undercarriage retracts forwards and its tyres are inated to a pressure of
191 lb/sq in (1,320 kPa), and the wheel assembly carries a
spray deector to prevent standing water being thrown up
into the engine intakes. The tyres are rated to 250 mph
(400 km/h). The starboard nose wheel carries a single
disc brake to halt wheel rotation during retraction of the
undercarriage. The port nose wheel carries speed genConcorde landing at Farnborough in September 1974
erators for the anti-skid braking system which prevents
brake activation until nose and main wheels rotate at the
same rate.
tal for maximum visibility. Upon landing the nose was
Additionally, due to the high average take-o speed of raised to the ve-degree position to avoid the possibility
[125]
250 miles per hour (400 km/h), Concorde needed up- of damage.
graded brakes. Like most airliners, Concorde has anti- The US Federal Aviation Administration had objected to
skid braking a system which prevents the tyres from los- the restrictive visibility of the visor used on the rst two
ing traction when the brakes are applied for greater con- prototype Concordes and thus requiring alteration before
trol during roll-out. The brakes, developed by Dunlop, the FAA would permit Concorde to serve US airports;
were the rst carbon-based brakes used on an airliner.[122] this led to the redesigned visor used on the production
The use of carbon over equivalent steel brakes provided and the four pre-production aircraft (101, 102, 201, and
a weight-saving of 1,200 lb (540 kg).[123] Each wheel has 202).[126] The nose window and visor glass, needed to enmultiple discs which are cooled by electric fans. Wheel dure temperatures in excess of 100 C (212 F) at supersensors include brake overload, brake temperature, and sonic ight, were developed by Triplex.[127]
tyre deation. After a typical landing at Heathrow, brake
temperatures were around 300400 C (572752 F).
For landing Concorde required a minimum of 6,000 feet
(1,800 m) runway length, this in fact being consider- 3 Operational history
ably less than the shortest runway Concorde ever actually
See also: Concorde aircraft histories
landed on, that of Cardi Airport.[124]

2.10 Droop nose

3.1 Scheduled ights

Main article: Droop-nose

Concordes drooping nose, developed by Marshall
Aerospace,[125] enabled the aircraft to switch between
being streamlined to reduce drag and achieve optimum
aerodynamic eciency, and not obstructing the pilots
view during taxi, take-o, and landing operations. Due
to the high angle of attack, the long pointed nose obstructed the view and necessitated the capability to droop.
The droop nose was accompanied by a moving visor
that retracted into the nose prior to being lowered.
When the nose was raised to horizontal, the visor would
rise in front of the cockpit windscreen for aerodynamic
streamlining.[125]
A controller in the cockpit allowed the visor to be retracted and the nose to be lowered to 5 below the standard horizontal position for taxiing and take-o. Following take-o and after clearing the airport, the nose and
visor were raised. Prior to landing, the visor was again
retracted and the nose lowered to 12.5 below horizon-

The ocial handover ceremony to British Airways of its rst

Concorde occurred on 15 January 1976 at Heathrow Airport

Scheduled ights began on 21 January 1976 on the

LondonBahrain and ParisRio de Janeiro (via Dakar)
routes,[128] with BA ights using the Speedbird Concorde call sign to notify air trac control of the air-

3.1

Scheduled ights

Concorde in Singapore Airlines livery at Heathrow in 1979

11

Air France Concorde at JFK Airport in 2003

Air France Concorde at CDG Airport in 2003

Air France Concorde (F-BTSD) short-lived promotional Pepsi
livery, April 1996

Concorde in Zrich Airport in 1998

crafts unique abilities and restrictions, but the French using their normal call signs.[129] The Paris-Caracas route
(via Azores) began on 10 April. The US Congress had
just banned Concorde landings in the US, mainly due
to citizen protest over sonic booms, preventing launch
on the coveted North Atlantic routes. The US Secretary of Transportation, William Coleman, gave permission for Concorde service to Washington Dulles International Airport, and Air France and British Airways simultaneously began service to Dulles on 24 May 1976.[130]

The ban came to an end on 17 October 1977 when the

Supreme Court of the United States declined to overturn
a lower courts ruling rejecting eorts by the Port Authority and a grass-roots campaign led by Carol Berman to
continue the ban.[131] In spite of complaints about noise,
the noise report noted that Air Force One, at the time a
Boeing VC-137, was louder than Concorde at subsonic
speeds and during take-o and landing.[132] Scheduled
service from Paris and London to New Yorks John F.
Kennedy Airport began on 22 November 1977.[133]
In 1977, British Airways and Singapore Airlines shared
a Concorde for ights between London and Singapore
International Airport at Paya Lebar via Bahrain. The
aircraft, BAs Concorde G-BOAD, was painted in Singapore Airlines livery on the port side and British Airways livery on the starboard side.[134][135] The service was
discontinued after three return ights because of noise
complaints from the Malaysian government;[136] it could
only be reinstated on a new route bypassing Malaysian
airspace in 1979. A dispute with India prevented Concorde from reaching supersonic speeds in Indian airspace,
so the route was eventually declared not viable and discontinued in 1980.[137]

During the Mexican oil boom, Air France ew Concorde

twice weekly to Mexico Citys Benito Jurez International
Airport via Washington, DC, or New York City, from
September 1978 to November 1982.[138][139] The worldWhen the US ban on JFK Concorde operations was lifted wide economic crisis during that period resulted in this
in February 1977, New York banned Concorde locally. routes cancellation; the last ights were almost empty.

12

OPERATIONAL HISTORY

The routing between Washington or New York and Mexico City included a deceleration, from Mach 2.02 to Mach
0.95, to cross Florida subsonically and avoid creating a
sonic boom over the state; Concorde then re-accelerated
back to high speed while crossing the Gulf of Mexico. On
1 April 1989, on an around-the-world luxury tour charter, British Airways implemented changes to this routing
that allowed G-BOAF to maintain Mach 2.02 by passing around Florida to the east and south. Periodically
Concorde visited the region on similar chartered ights
to Mexico City and Acapulco.[140]

Arospatiale respectively, to be maintained by either BA

or Air France. BCals envisaged two-Concorde eet
would have required a high level of aircraft utilisation to
be cost-eective; therefore, BCal had decided to operate the second aircraft on a supersonic service between
Gatwick and Atlanta, with a stopover at either Gander or
Halifax.[151] Consideration was given to services to Houston and various points on its South American network at
a later stage.[157][158] Both supersonic services were to be
launched at some point during 1980; however, steeply rising oil prices caused by the 1979 energy crisis led to BCal
shelving
their supersonic ambitions.[154]
From December 1978 to May 1980, Brani International Airways leased 11 Concordes, ve from Air
France and six from British Airways.[141] These were
used on subsonic ights between Dallas-Fort Worth and
Washington Dulles International Airport, own by Brani ight crews.[142] Air France and British Airways crews
then took over for the continuing supersonic ights to 3.3 British Airways buys its Concordes
outright
London and Paris.[143] The aircraft were registered in
both the United States and their home countries; the European registration was covered while being operated by
By around 1981 in the UK, the future for Concorde
Brani, retaining full AF/BA liveries. The ights were
looked bleak. The British government had lost money
not protable and typically less than 50% booked, forcoperating Concorde every year, and moves were afoot to
ing Brani to end its tenure as the only US Concorde opcancel the service entirely. A cost projection came back
erator in May 1980.[144][145]
with greatly reduced metallurgical testing costs because
In its early years, the British Airways Concorde service the test rig for the wings had built up enough data to last
had a greater number of no shows (passengers who for 30 years and could be shut down. Despite this, the
booked a ight and then failed to appear at the gate for government was not keen to continue. In 1983, BAs
boarding) than any other aircraft in the eet.[146]
managing director, Sir John King, convinced the government to sell the aircraft outright to British Airways for
16.5 million plus the rst years prots.[159][160]

3.2

British Caledonian interest

King recognised that, in Concorde, BA had a premier

product that was underpriced. Market research had revealed that many customers thought Concorde was more
expensive than it actually was; thus ticket prices were progressively raised to match these perceptions.[57] It is reported that British Airways then ran Concorde at a prot,
unlike their French counterpart.[161][162]

Following the launch of British Airways Concorde services, Britains other major airline, British Caledonian
(BCal), set up a task force headed by Gordon Davidson,
BAs former Concorde director, to investigate the possibility of their own Concorde operations.[147][148][149] This
was seen as particularly viable for the airlines long-haul
network as there were two unsold aircraft then available Between 1984 and 1991, British Airways ew a
for purchase.[150][151][152]
thrice-weekly Concorde service between London and
stopping at Washington Dulles International
One important reason for BCals interest in Concorde Miami, [163][164]
Airport.
Until 2003, Air France and British Airwas that the British Governments 1976 aviation policy
ways
continued
to
operate the New York services daily.
review had opened the possibility of BA setting up suConcorde
routinely
ew to Grantley Adams International
personic services in competition with BCals established
Barbados,
during
the winter holiday season.[165]
Airport,
sphere of inuence. To counteract this potential threat,
BCal considered their own independent Concorde plans,
as well as a partnership with BA.[153][154] BCal were considered most likely to have set up a Concorde service on
the GatwickLagos route, a major source of revenue and
prots within BCals scheduled route network;[155][156]
BCals Concorde task force did assess the viability of a
daily supersonic service complementing the existing subsonic widebody service on this route.[151][154][157]

Prior to the Air France Paris crash, several UK and

French tour operators operated charter ights to European destinations on a regular basis;[166][167] the charter
business was viewed as lucrative by British Airways and
Air France.[168]

In 1997, British Airways held a promotional contest to

mark the 10th anniversary of the airlines move into the
private sector. The promotion was a lottery to y to New
BCal entered into a bid to acquire at least one York held for 190 tickets valued at 5,400 each, to be
Concorde.[150][152][157] However, BCal eventually ar- oered at 10. Contestants had to call a special hotline
ranged for two aircraft to be leased from BA and to compete with up to 20 million people.[169]

3.4

Retirement

13
Concorde.[182]

3.4.1 Air France

Concordes nal ight: G-BOAF from Heathrow to Bristol, on 26

November 2003. The extremely high neness ratio of the fuselage is evident.

3.4

Air
Concorde at Paris-Charles de Gaulle Airport

France

Retirement

On 10 April 2003, Air France and British Airways simultaneously announced that they would retire Concorde
later that year.[170] They cited low passenger numbers following 25 July 2000 crash, the slump in air travel following the September 11 attacks, and rising maintenance
costs. Although Concorde was technologically advanced
when introduced in the 1970s, 30 years later, its analogue
cockpit was outdated. There had been little commercial
pressure to upgrade Concorde due to a lack of competing aircraft, unlike other airliners of the same era such
as the Boeing 747.[171] By its retirement, it was the last
aircraft in the British Airways eet that had a ight engineer; other aircraft, such as the modernised 747-400, had
eliminated the role.[172]
On 11 April 2003, Virgin Atlantic founder Sir Richard
Branson announced that the company was interested
in purchasing British Airways Concorde eet for
their nominal original price of 1 (US$1.57 in April
2003) each.[173][174] British Airways dismissed the idea,
prompting Virgin to increase their oer to 1 million
each.[175][176] Branson claimed that when BA was privatised, a clause in the agreement required them to allow
another British airline to operate Concorde if BA ceased
to do so, but the Government denied the existence of
such a clause.[177] In October 2003, Branson wrote in The
Economist that his nal oer was over 5 million and
that he had intended to operate the eet for many years
to come.[178] The chances for keeping Concorde in service were stied by Airbuss lack of support for continued
maintenance.[179][180][N 6]

Air
France
Concorde in Auto & Technik Museum Sinsheim
Air France made its nal commercial Concorde landing
in the United States in New York City from Paris on
30 May 2003.[183][184] Air Frances nal Concorde ight
took place on 27 June 2003 when F-BVFC retired to
Toulouse.[185]
An auction of Concorde parts and memorabilia for Air
France was held at Christies in Paris on 15 November 2003; 1,300 people attended, and several lots exceeded their predicted values.[186] French Concorde FBVFC was retired to Toulouse and kept functional for a
short time after the end of service, in case taxi runs were
required in support of the French judicial enquiry into
the 2000 crash.[187] The aircraft is now fully retired and
no longer functional.[188]
French Concorde F-BTSD has been retired to the "Muse
de l'Air" at ParisLe Bourget Airport near Paris; unlike
the other museum Concordes, a few of the systems are
being kept functional. For instance, the famous droop
nose can still be lowered and raised. This led to rumours
that they could be prepared for future ights for special
occasions.[189]
French Concorde F-BVFB currently rests at the Auto &
Technik Museum Sinsheim at Sinsheim, Germany, after
its last ight from Paris to Baden-Baden, followed by a
spectacular transport to Sinsheim via barge and road. The
museum also has a Tupolev Tu-144 on display this is the
only place where both supersonic airliners can be seen
together.[190]

It has been suggested that Concorde was not withdrawn

for the reasons usually given but that it became apparent during the grounding of Concorde that the airlines
could make more prot carrying rst class passengers
subsonically.[181] A lack of commitment to Concorde In 1989, Air France signed a letter of agreement to dofrom Director of Engineering Alan MacDonald was cited nate a Concorde to the National Air and Space Museum
as having undermined BAs resolve to continue operating in Washington D.C. upon the aircrafts retirement. On

14

OPERATIONAL HISTORY

In a week of farewell ights around the United Kingdom, Concorde visited Birmingham on 20 October,
Belfast on 21 October, Manchester on 22 October,
Cardi on 23 October, and Edinburgh on 24 October. Each day the aircraft made a return ight out and
back into Heathrow to the cities, often overying them
at low altitude.[197][198][199] On 22 October, both Concorde ight BA9021C, a special from Manchester, and
BA002 from New York landed simultaneously on both
of Heathrows runways. On 23 October 2003, the Queen
consented to the illumination of Windsor Castle, an honour reserved for state events and visiting dignitaries, as
Concordes last west-bound commercial ight departed
London.[200]
Air France Concorde on display at Steven F. Udvar-Hazy Center.

12 June 2003, Air France honoured that agreement, donating Concorde F-BVFA (serial 205) to the Museum
upon the completion of its last ight. This aircraft was
the rst Air France Concorde to open service to Rio de
Janeiro, Washington, D.C., and New York and had own
17,824 hours. It is on display at the Smithsonians Steven
F. Udvar-Hazy Center at Dulles Airport.[191]
3.4.2

British Airways

BA Concorde G-BOAB in storage at London Heathrow Airport.

This aircraft ew for 22,296 hours between its rst ight in 1976
and its nal ight in 2000.

British Airways conducted a North American farewell

tour in October 2003. G-BOAG visited Toronto Pearson
International Airport on 1 October, after which it ew to
New Yorks John F. Kennedy International Airport.[192]
G-BOAD visited Boston's Logan International Airport
on 8 October, and G-BOAG visited Washington Dulles
International Airport on 14 October.[193] It has been
claimed that G-BOADs ight from London Heathrow to
Boston set a transatlantic ight record of 3 hours, 5 minutes, 34 seconds.[194] However the fastest transatlantic
ight was from New York JFK airport to Heathrow on 7
February 1996, taking 2 hours, 52 minutes, 59 seconds;
90 seconds less than a record set in April 1990.[195][196]

British Airways retired its Concorde eet on 24 October

2003.[201] G-BOAG left New York to a fanfare similar
to that given for Air Frances F-BTSD, while two more
made round trips, G-BOAF over the Bay of Biscay, carrying VIP guests including former Concorde pilots, and
G-BOAE to Edinburgh. The three aircraft then circled
over London, having received special permission to y
at low altitude, before landing in sequence at Heathrow.
The captain of the New York to London ight was Mike
Bannister.[202] The nal ight of a Concorde in the US
occurred on 5 November 2003 when G-BOAG ew from
New Yorks JFK Airport to Seattles Boeing Field to join
the Museum of Flight's permanent collection. The plane
was piloted by Mike Bannister and Les Broadie who
claimed a ight time of three hours, 55 minutes and 12
seconds, a record between the two cities.[203] The museum had been pursuing a Concorde for their collection
since 1984.[204] The nal ight of a Concorde world-wide
took place on 26 November 2003 with a landing at Filton,
Bristol, UK.[205]
All of BAs Concorde eet have been grounded, drained
of hydraulic uid and their airworthiness certicates withdrawn. Jock Lowe, ex-chief Concorde pilot and manager of the eet estimated in 2004 that it would cost
1015 million to make G-BOAF airworthy again.[189]
BA maintain ownership and have stated that they will
not y again due to a lack of support from Airbus.[206]
On 1 December 2003, Bonhams held an auction of
British Airways Concorde artefacts, including a nose
cone, at Kensington Olympia in London.[207][208] Proceeds of around 750,000 were raised, with the majority going to charity. G-BOAD is currently on display at the Intrepid Sea, Air & Space Museum in New
York.[196] In 2007, BA announced that the advertising
spot at Heathrow where a 40% scale model of Concorde
was located would not be retained; the model is now on
display at the Brooklands Museum.[209]

3.5 Restoration
Although only used for spares after being retired from
test ying and trials work in 1981, Concorde G-BBDG
was dismantled and transported by road from Filton then

15
restored from essentially a shell at the Brooklands Museum in Surrey,[210] where it remains open to visitors to
the museum.
One of the youngest Concordes (F-BTSD) is on display
at Le Bourget Air and Space Museum in Paris. In February 2010, it was announced that the museum and a group
of volunteer Air France technicians intend to restore FBTSD so it can taxi under its own power.[211] In May
2010, it was reported that the British Save Concorde
Group and French Olympus 593 groups had begun inspecting the engines of a Concorde at the French museum; their intent is to restore the airliner to a condition
where it can y in demonstrations.[212] Save Concorde
Group hoped to get F-BTSD ying for the 2012 London Olympics, but this never happened. The work for
restoring F-BTSD to operating condition as of September
2015 is currently not very well known, and it is still being
housed in Le Bourget as a museum exhibit. In 2015, the
organisation Club Concorde announced that it had raised
funds of 120 million for a static display[213] and to buy
the Concorde at Le Bourget, restore it and return it to service as a heritage aircraft for air displays and charter hire
by 2019, to coincide with the 50th anniversary of Concordes rst ight.[214]

5 Accidents and incidents

5.1 Air France Flight 4590
Main article: Air France Flight 4590
On 25 July 2000, Air France Flight 4590, registration FBTSC, crashed in Gonesse, France after departing from
Paris-Charles de Gaulle en route to John F. Kennedy International Airport in New York City, killing all 100 passengers and 9 crew members on board the ight, and 4
people on the ground. It was the only fatal accident involving Concorde.

According to the ocial investigation conducted by

the Bureau d'Enqutes et d'Analyses pour la Scurit de
l'Aviation Civile (BEA), the crash was caused by a metallic strip that fell from a Continental Airlines DC-10 that
had taken o minutes earlier. This fragment punctured a
tyre on Concordes left main wheel bogie during take-o.
The tyre exploded, and a piece of rubber hit the fuel tank,
which caused a fuel leak and led to a re. The crew shut
down engine number 2 in response to a re warning, and
with engine number 1 surging and producing little power,
the aircraft was unable to gain altitude or speed. The
In July 2015, it was reported that planning permission
aircraft entered a rapid pitch-up then a violent descent,
had been granted for the construction of the museum at
rolling left and crashing tail-low into the Htelissimo Les
Bristol Filton Airport to house G-BOAF the last ConRelais Bleus Hotel in Gonesse.[219]
corde where it is intended to form a key exhibit of the
The claim that a metallic strip caused the crash was disnew Bristol Aviation Heritage Museum.[215]
puted during the trial both by witnesses (including the pilot of Jacques Chirac's aircraft that had just landed on an
adjacent runway when Flight 4590 caught re) and by an
3.6 Return to service plan
independent French TV investigation that found a wheel
In September 2015, it was publicly revealed[216] that the spacer had not been installed in the left-side main gear
Club Concorde had secured over 160 million to return and that the plane caught re some 1,000 feet from where
the metallic strip lay.[220] British investigators and foran aircraft to service.[217]
mer French Concorde pilots looked at several other posClub Concorde president Paul James said: The main obsibilities that the BEA report ignored, including an unstacle to any Concorde project to date has been 'Wheres
balanced weight distribution in the fuel tanks and loose
the money?' a question we heard ad nauseam, unlanding gear. They came to the conclusion that the Contil we found an investor. Now that money is no longer
corde veered o course on the runway, which reduced
the problem its over to those who can help us make it
takeo speed below the crucial minimum. John Hutchin[218]
happen.
The organisation aims to buy the Concorde
son, who had served as a Concorde captain for 15 years
currently on display at Le Bourget airport. A tentative
with British Airways, said that the re on its own should
date of 2019 has been put forward for the rst ight 50
have been 'eminently survivable; the pilot should have
[214]
years after its maiden journey.
been able to y his way out of trouble'", had it not been
for a lethal combination of operational error and 'negligence' by the maintenance department of Air France
4 Operators
that nobody wants to talk about.[221][222][223]
On 6 December 2010, Continental Airlines and John
Taylor, one of its mechanics, were found guilty of involuntary manslaughter,[224] but on 30 November 2012, a
British Airways
French court overturned the conviction, saying mistakes
by Continental and Taylor did not make them criminally
Brani International Airways (1 on short term
responsible.[225]
lease)[144]
Prior to the accident, Concorde had been arguably the
Singapore Airlines (1 on short term wet lease)[135]
safest operational passenger airliner in the world in pas Air France

16

senger deaths-per-kilometres travelled with zero, but

there had been two prior non-fatal accidents and a rate of
tyre damage some 30 times higher than subsonic airliners from 1995 to 2000.[226][227][228][229] Safety improvements were made in the wake of the crash, including
more secure electrical controls, Kevlar lining on the fuel
tanks and specially developed burst-resistant tyres.[230]
The rst ight with the modications departed from
London Heathrow on 17 July 2001, piloted by BA Chief
Concorde Pilot Mike Bannister. During the 3-hour 20minute ight over the mid-Atlantic towards Iceland, Bannister attained Mach 2.02 and 60,000 ft (18,000 m) before returning to RAF Brize Norton. The test ight, intended to resemble the LondonNew York route, was
declared a success and was watched on live TV, and by
crowds on the ground at both locations.[231]
The rst ight with passengers after the accident took
place on 11 September 2001, landing shortly before the
World Trade Center attacks in the United States. This
was not a commercial ight: all the passengers were BA
employees.[232] Normal commercial operations resumed
on 7 November 2001 by BA and AF (aircraft G-BOAE
and F-BTSD), with service to New York JFK, where
mayor Rudy Giuliani greeted the passengers.[233][234]

5.2

Other accidents and incidents

Damage to Concorde rudder after 1989 accident

Concorde had suered two previous non-fatal accidents

that were similar to each other.

AIRCRAFT ON DISPLAY

ney. The UKs Air Accidents Investigation Branch

(AAIB) concluded that the skin of the rudder had
been separating from the rudder structure over a period of time before the accident due to moisture
seepage past the rivets in the rudder. Furthermore,
production sta had not followed proper procedures
during an earlier modication of the rudder, but the
procedures were dicult to adhere to.[226] The aircraft was repaired and returned to service.[226]
21 March 1992: A Concorde of British registration, G-BOAB, on a scheduled ight from London to
New York, also suered a structural failure in-ight
at supersonic speed. While cruising at Mach 2, at
approximately 53,000 feet above mean sea level, the
crew heard a thump. No diculties in handling
were noticed, and no instruments gave any irregular indications. This crew also suspected there had
been a minor engine surge. One hour later, during
descent and decelerating below Mach 1.4, a sudden
severe vibration began throughout the aircraft.[227]
The vibration worsened when power was added to
the No 2 engine, and it was attenuated when that
engines power was reduced. The crew shut down
the No 2 engine and made a successful landing in
New York, noting only that increased rudder control was needed to keep the aircraft on its intended
approach course. Again, the skin had become separated from the structure of the rudder, which led
to most of the upper rudder becoming separated inight. The (AAIB) concluded that repair materials
had leaked into the structure of the rudder during a
recent repair, weakening the bond between the skin
and the structure of the rudder, leading to it breaking
up in-ight. The large size of the repair had made
it dicult to keep repair materials out of the structure, and prior to this accident, the severity of the
eect of these repair materials on the structure and
skin of the rudder was not appreciated.[227]
A 2010 trial involving Continental Airlines over the
crash of Flight 4590 established that from 1976 until Flight 4590 there had been 57 tyre failures involving Concordes during takeos, including a nearcrash at Dulles Airport on 14 June 1979 involving
Air France Flight 54 where a tyre blowout pierced
the planes fuel tank and damaged the port-side engine, electrical cables, with the loss of two of the
crafts hydraulic systems.[235]

12 April 1989: A Concorde of British registration,

G-BOAF, on a chartered ight from Christchurch,
New Zealand, to Sydney, suered a structural failure in-ight at supersonic speed. As the aircraft
was climbing and accelerating through Mach 1.7
a thud was heard. The crew did not notice any
handling problems, and they assumed the thud they
heard was a minor engine surge. No further diculty was encountered until descent through 40,000
feet at Mach 1.3, when a vibration was felt through6 Aircraft on display
out the aircraft, lasting two to three minutes. Most
of the upper rudder had become separated from the
aircraft at this point. Aircraft handling was unaf- Main article: Concorde aircraft histories
fected, and the aircraft made a safe landing at Syd-

17

Comparable aircraft

Tu-144FL as a research aircraft for NASA in 1997

speed of Mach 2.35. Passenger service commenced in

November 1977, but after the 1978 crash the aircraft
was taken out of service. The aircraft had an inherently
unsafe structural design as a consequence of an automated production method chosen to simplify and speed
up manufacturing.[245]
The American designs, the Boeing 2707 and the
Lockheed L-2000, were to have been larger, with seating
for up to 300 people.[246][247] Running a few years behind
Concorde, the Boeing 2707 was redesigned to a cropped
delta layout; the extra cost of these changes helped to
kill the project.[248] The operation of US military aircraft such as the XB-70 Valkyrie and B-58 Hustler had
shown that sonic booms were quite capable of reaching
the ground,[249] and the experience from the Oklahoma
City sonic boom tests led to the same environmental concerns that hindered the commercial success of Concorde.
The American government cancelled its SST project in
1971, after having spent more than $1 billion.[250]
The only other large supersonic aircraft comparable to
Concorde are strategic bombers, principally the Russian
Tu-22, Tu-22M, M-50 (experimental), T-4 (experimental), Tu-160 and the American XB-70 (experimental) and
B-1.[251]
Further information: Supersonic transport

8 Impact
8.1 Environmental
Tu-144 and Concorde in Auto & Technik Museum Sinsheim

The only supersonic airliner in direct competition with

Concorde was the Soviet Tupolev Tu-144, nicknamed
Concordski by Western European journalists for its
outward similarity to Concorde.[236] It had been alleged
that Soviet espionage eorts had resulted in the theft of
Concorde blueprints, ostensibly to assist in the design of
the Tu-144.[237] As a result of a rushed development programme, the rst Tu-144 prototype was substantially different from the preproduction machines, but both were
cruder than Concorde. The Tu-144S had a signicantly
shorter range than Concorde, due to its low-bypass turbofan engines.[238] The aircraft had poor control at low
speeds because of a simpler supersonic wing design; in
addition the Tu-144 required braking parachutes to land
while Concorde used anti-lock brakes.[239] The Tu-144
had two crashes, one at the 1973 Paris Air Show,[240][241]
and another during a pre-delivery test ight in May
1978.[242][243]

Before Concordes ight trials, developments in the civil

aviation industry were largely accepted by governments
and their respective electorates. Opposition to Concordes noise, particularly on the east coast of the United
States,[252][253] forged a new political agenda on both sides
of the Atlantic, with scientists and technology experts
across a multitude of industries beginning to take the
environmental and social impact more seriously.[254][255]
Although Concorde led directly to the introduction of a
general noise abatement programme for aircraft ying out
of John F. Kennedy Airport, many found that Concorde
was quieter than expected,[57] partly due to the pilots temporarily throttling back their engines to reduce noise during overight of residential areas.[256] Even before commercial ights started, it had been claimed that Concorde
was quieter than many other aircraft.[257] In 1971, BACs
technical director was quoted as saying, It is certain on
present evidence and calculations that in the airport context, production Concordes will be no worse than aircraft
now in service and will in fact be better than many of
them.[258]

Later production Tu-144 versions were more rened and

competitive. They had retractable canards for better Concorde produced nitrogen oxides in its exhaust,
low-speed control, turbojet engines providing nearly the which, despite complicated interactions with other ozonefuel eciency and range of Concorde[244] and a top depleting chemicals, are understood to result in degra-

18

8 IMPACT

dation to the ozone layer at the stratospheric altitudes

it cruised.[259] It has been pointed out that other, lowerying, airliners produce ozone during their ights in the
troposphere, but vertical transit of gases between the layers is restricted. The small eet meant overall ozone-layer
degradation caused by Concorde was negligible.[259] In
1995, David Fahey, of the National Oceanic and Atmospheric Administration in the United States, warned that
a eet of 500 supersonic aircraft with exhausts similar to
Concorde might produce in a 2 per cent drop in global
ozone levels, much higher than previously thought. Each
1 per cent drop in ozone is estimated to increase the incidence of non-melanoma skin cancer worldwide by 2
per cent. Dr Fahey said if these particles are produced
by highly oxidised sulphur in the fuel, as he believed,
then removing sulphur in the fuel will reduce the ozonedestroying impact of supersonic transport.[260]
Concordes technical leap forward boosted the publics
understanding of conicts between technology and the
environment as well as awareness of the complex decision analysis processes that surround such conicts.[261] In
France, the use of acoustic fencing alongside TGV tracks
might not have been achieved without the 1970s controversy over aircraft noise.[262] In the UK, the CPRE has
issued tranquillity maps since 1990.[263]
Some sources say Concorde typically ew 17 miles per
U.S. gallon (14 L/100 km; 20 mpg- ) per passenger.[264]

8.2

Public perception

As a symbol of national pride, an example from the BA

eet made occasional ypasts at selected Royal events,
major air shows and other special occasions, sometimes
in formation with the Red Arrows.[272] On the nal day
of commercial service, public interest was so great that
grandstands were erected at Heathrow Airport. Signicant numbers of people attended the nal landings; the
event received widespread media coverage.[273]
In 2006, 37 years after its rst test ight, Concorde was
announced the winner of the Great British Design Quest
organised by the BBC and the Design Museum. A total
of 212,000 votes were cast with Concorde beating design
icons such as the Mini, mini skirt, Jaguar E-type, Tube
map and the Supermarine Spitre.[274]

8.3 Special missions

The Queen
and The Duke of Edinburgh disembark Concorde in
1991.
Heads of France and the United Kingdom ew Concorde many times.[275] Presidents Georges Pompidou,[276] Valry Giscard d'Estaing[277] and Franois Mitterrand[278] regularly used Concorde as French agman aircraft in foreign visits. Queen Elizabeth II and
Prime Ministers Edward Heath, Jim Callaghan, Margaret
Thatcher, John Major, Tony Blair took Concorde in some
charter ights such as the Queens trips to Barbados on
her Silver Jubilee in 1977, in 1987 and in 2003, to Middle East in 1984 and to the United States in 1991.[279]

Pope John Paul II ew on Concorde in May 1989.[280]

The British Prime Minister ew in a British Airways ConConcorde was normally perceived as a privilege of the corde (G-BOAC) to San Juan for the second G-6 Ecorich, but special circular or one-way (with return by other nomic Summit, held in the United States and hosted by
ight or ship) charter ights were arranged to bring a trip President Gerald Ford at the Dorado Beach Hotel in Dowithin the means of moderately well-o enthusiasts.[265] rado, Puerto Rico on 2728 June 1976.[281]
Parade ight at Queens Golden Jubilee in June 2002

The aircraft was usually referred to by the British as simply Concorde.[266] In France it was known as le Concorde due to le, the denite article,[267] used in French
grammar to introduce the name of a ship or aircraft,[268]
and the capital being used to distinguish a proper name
from a common noun of the same spelling.[267][269] In
French, the common noun concorde means agreement,
harmony, or peace. [N 7] Concordes pilots and British
Airways in ocial publications often refer to Concorde
both in the singular and plural as she or her.[271][N 8]

Concorde sometimes made special ights for demonstrations, air shows (such as the Farnborough, ParisLeBourget and MAKS air shows) as well as parades and
celebrations (for example, of Zrich airports anniversary
in 1998). The aircraft were also used for private charters
(including by the President of Zaire Mobutu Sese Seko on
multiple occasions), for advertising companies (including for the rm OKI), for Olympic torch relays (1992
Winter Olympics in Albertville) and for observing solar
eclipses.[282][283]

19

8.4

Records

The fastest transatlantic airliner ight was from New

York JFK to London Heathrow on 7 February 1996 by
the British Airways G-BOAD in 2 hours, 52 minutes, Concorde G-BOAC
59 seconds from take-o to touchdown aided by a 175
mph (282 km/h) tailwind.[284] On 13 February 1985, a
[294]
Concorde charter ight ew from London Heathrow to Richard Seamen aircraft museum
Sydneyon the opposite side of the worldin a time of General characteristics
17 hours, 3 minutes and 45 seconds, including refuelling
stops.[285][286][287]
Crew: 3 (2 pilots and 1 ight engineer)
Concorde also set other records, including the ocial FAI
Capacity: 92120 passengers
Westbound Around the World and Eastbound Around
[288]
(128 in high-density layout)[N 9]
the World world air speed records.
On 1213 October 1992, in commemoration of the 500th anniversary
Length: 202 ft 4 in (61.66 m)
of Columbus rst New World landing, Concorde Spirit
Tours (US) chartered Air France Concorde F-BTSD and
Wingspan: 84 ft 0 in (25.6 m)
circumnavigated the world in 32 hours 49 minutes and 3
Height: 40 ft 0 in (12.2 m)
seconds, from Lisbon, Portugal, including six refuelling
stops at Santo Domingo, Acapulco, Honolulu, Guam,
Fuselage internal length: 129 ft 0 in (39.32 m)
Bangkok, and Bahrain.[289]
Fuselage width: maximum of 9 ft 5 in (2.87 m)
The eastbound record was set by the same Air France
external 8 ft 7 in (2.62 m) internal
Concorde (F-BTSD) under charter to Concorde Spirit
[283]
Tours
in the US on 1516 August 1995. This pro Fuselage height: maximum of 10 ft 10 in (3.30 m)
motional ight circumnavigated the world from New
external 6 ft 5 in (1.96 m) internal)
York/JFK International Airport in 31 hours 27 minutes
Wing area: 3,856 ft2 (358.25 m2 )
49 seconds, including six refuelling stops at Toulouse,
Dubai, Bangkok, Andersen AFB in Guam, Honolulu,
Empty weight: 173,500 lb (78,700 kg)
and Acapulco.[290] By its 30th ight anniversary on 2
March 1999 Concorde had clocked up 920,000 ight
Useful load: 245,000 lb (111,130 kg)
hours, with more than 600,000 supersonic, many more
Powerplant: 4 Rolls-Royce/Snecma Olympus
than all of the other supersonic aircraft in the Western
[291]
593 Mk 610 Afterburning turbojets
world combined.
On its way to the Museum of Flight in November 2003,
G-BOAG set a New York City-to-Seattle speed record of
3 hours, 55 minutes, and 12 seconds.[292]

Specications

Dry thrust: 32,000 lbf (140 kN) each

Thrust with afterburner: 38,050 lbf (169
kN) each
Maximum fuel load: 210,940 lb (95,680 kg)
Maximum taxiing weight: 412,000 lb (187,000
kg)
Performance
Maximum speed: Mach 2.04 (1,354 mph, 2,179
km/h, 1,176 knots) at cruise altitude
Cruise speed: Mach 2.02 (1,340 mph, 2,158
km/h, 1,164 knots) at cruise altitude
Range: 3,900 nmi (4,488.04 mi, 7,222.8 km)
Service ceiling: 60,000 ft (18,300 m)

Other line drawings of Concorde

Data from Wall Street Journal,[172] The Concorde

Story,[293] The International Directory of Civil Aircraft,[59]

Rate of climb: 10,000 ft/min[295] (50.80 m/s)

lift-to-drag: Low speed 3.94, Approach 4.35,
250 kn, 10,000 ft 9.27, Mach 0.94 11.47, Mach
2.04 7.14

20

12

REFERENCES

Fuel consumption: 46.85 lb/mi (13.2 kg/km) operating for maximum range

[3] Or, more rarely, bent back into position. Examples include the Douglas DC-3 and Messerschmitt Me 262.

Thrust/weight: 0.373
Maximum nose tip temperature: 260 F (127 C)

[4] This apparently took place some time in 1957, according

to Conways unclear statement about the following year
which apparently references the rst STAC meeting in late
1956.

Runway requirement (with maximum load):

3,600 m (11,800 ft)[296]

[5] It is the worlds most ecient jet engine. -Ricky Bastin,

Concorde Engineer[57]
[6] Quote: Airbus, the manufacturer of Concorde, has said it
is becoming uneconomic to maintain the ageing craft and
that it will no longer provide spare parts for it.

Avionics

EKCO E390/564 weather radar

[297]

10

Notable appearances in media

Main article: Aircraft in ction Concorde

[7] concorde s.f. concord, unity, harmony, peace.[270]

[8] Quote: Raymond Baxter commentating as Concorde ies
for rst time: She rolls ... She ies!"
[9] BA and Air France Concordes originally had 100 seats.
Due to weight considerations Air France removed 8 seats
after the safety modications of CY20002001.

12.2 Citations

11

See also

BAC 221
Barbara Harmer, the rst qualied female Concorde
pilot.
North American XB-70 Valkyrie
Anti-Concorde Project, Anti-Concorde campaign
Related development
Bristol Type 223
Sud Aviation Super-Caravelle
Fairey Delta 2
Related lists
List of jet airliners
List of civil aircraft

[1] Towey 2007, p. 359.

[2] Ageing luxury jet. BBC News, 25 July 2000. 25 July
2000.
[3] Marston, Paul (16 August 2000). Is this the end of the
Concorde dream?". London: The Daily Telegraph, 16 August 2000.
[4] UK | Concorde grounded for good. BBC News. 10
April 2003. Retrieved 15 June 2013.
[5] Owen 2001, p. 35.
[6] Conway 2005, p. 67.
[7] Jan Meyer, High altitude ying with F-104, Starghterens veneer Norge
[8] Maltby, R.L. The development of the slender delta concept. Aircraft Engineering. 40, 1968. Archived from the
original on 26 May 2013.
[9] Green, John (12 January 2015). Obituary: Dr Johanna
Weber. Royal Aeronautical Society.
[10] Eric Brown, Wings On My Sleeve, Hachette UK, 2008,
end of Chapter 12
[11] Conway 2005, p. 39.

12

References

[12] Winchester 2005b, p. 134.

[13] Conway 2005, p. 68.

12.1

Notes

[1] In particular, R. T. Jones work at NACA demonstrated

this in depth.
[2] Consider especially the English Electric Lightning, whose
wing can be considered either a highly swept rectangle, or
a delta with a notch cut out of the root.

[14] Conway 2005, p. 69.

[15] Owen 2001, p. 40.
[16] J. S. Thompson and R. A. Fail, Measurements of Oscillatory Derivatives at Mach Numbers up to 2.6 on a Model of
a Supersonic Transport Design Study (Bristol Type 198)",
RAE Bedford, 1964.

12.2

Citations

[17] Conway 2005, p. 70.

[18] Owen 2001, p. 49.
[19] Owen 2001, p. 47.
[20] Owen 2001, p. 41.
[21] Owen 2001, p. 50.
[22] Conway 2005, p. 71.
[23] Conway 2005, p. 66.

21

[42] Stern, Michael (3 June 1972). Concorde Prototype Begins 10-Nation Tour; Britain Shows Optimism For Supersonic Aircraft. The New York Times, 3 June 1972. Retrieved 30 June 2011.
[43] Witkin, Richard (21 September 1973). A Supersonic
Concorde Lands in Texas. The New York Times, 21
September 1973. Retrieved 30 June 2011.
[44] Concordes limited to 16. Virgin Islands Daily News, 5
June 1976.

[24] Early History. concordesst.com. Retrieved 8 September

2007.

[45] Payments for Concorde. British Airways. Retrieved 2

December 2009.

[25] Supersonic Concorde unveiled. Milwaukee Sentinel.

Associated Press. 12 December 1967. p. 3, part 1.

[46] Lewis, Anthony (12 February 1973). Britain and France

have wasted billions on the Concorde. The New York
Times, 12 February 1973.

[26] Benn, Tony (17 October 2003). Sonic booms and that
'e' on the end: Tony Benn remembers his role in getting
Concorde o the ground. The Guardian. London.
[27] McIntyre 1992, p. 20.
[28] Note this British convention is used throughout this article:
In depth: Farewell to Concorde. BBC News. 15 August
2007.
[29] About Concorde main page. British Airways. Retrieved 11 January 2010.
[30] 48 years ago in AW&ST, Aviation Week & Space Technology, 25 May 7 June 2015, p.14
[31] Aerospace: Pan Ams Concorde Retreat. Time, 12
February 1973. 12 February 1973.
[32] Vertrag mit Luken. Der Spiegel. 13 March 1967. Retrieved 6 November 2012.
[33] Peter Pigott: Air Canada, the History. 2014 ISBN 978-14597-1952-1. page 104

[47] Malaysia lifting ban on the use of its Airspace by the Concorde. The New York Times, 17 December 1978. 17
December 1978. Retrieved 30 June 2011.
[48] News from around the world. Herald-Journal, 13 January 1978. Retrieved 30 June 2011.
[49] Ross 1978, p. 46.
[50] Concorde SST : Development Fleet : 01. G-AXDN.
concordesst.com. Retrieved 19 January 2016.
[51] Marston, Paul (16 August 2000). Is this the end of the
Concorde dream?". London: Daily Telegraph, 16 August
2000.
[52] Ross 1978, pp. 4749.
[53] Ross 1978, p. 49.
[54] Gunn 2010, p. 45.

[35] Winchester 2005a, p. 134.

[55] Favre, C. (1996). Mark B. Tischler, ed. Advances in aircraft ight control. CRC Press. p. 219. ISBN 0-74840479-1. Retrieved 30 June 2011.

[36] Pilot Says Concorde Flight Perfect"". Montreal Gazette,.

1 March 1969. Retrieved 30 June 2011.

[56] Maseeld, Peter. Obituary: Sir Archibald Russell. UK:

The Independent, 1 July 1995.

[37] Concorde Tops Speed of Sound for 9 Minutes on a Test

Flight. The New York Times, 2 October 1969. 2 October
1969.

[57] NOVA transcript: Supersonic Dream. PBS, 18 January

2005.

[34] Taylor 1965, p. 130.

[38] 1969: Concorde ies for the rst time. BBC News, 2
March 1969. 2 March 1969. Retrieved 8 July 2007.
[39] Rohrbach, Edward (10 April 1969). Concorde 002
Makes 1st Flight. Chicago Tribune, 10 April 1969. Retrieved 30 June 2011.

[58] Rolls-Royce Snecma Olympus. Janes. 25 July 2000.

Archived from the original on 6 August 2010.
[59] Frawley 2003, p. 14.
[60] Unied propulsion 8.
2010.

MIT. Retrieved 8 December

[40] Concorde 001 Makes Its First Atlantic Crossing.

Chicago Tribune, 5 September 1971. 5 September 1971.
Retrieved 30 June 2011.

[61] Allen, Roy, Concorde The Magnicent, Airliner Classics,

July 2012, p.65

[41] Anglo-French Concorde Lands in Brazil to begin Week

of Demonstration Flights. Bangor Daily News. 7
September 1971.

[62] "Concorde Choice of a light alloy for the construction

of the rst supersonic commercial aircraft. Revue de
l'Aluminium (316): 111119. March 1964.

22

12

[63] Wolfe, B.S. (1967). The Concorde Automatic Flight

Control System: A description of the automatic ight control system for the Anglo/French SST and its development
to date. Aircraft Engineering and Aerospace Technology. MCB UP. 39 (5): 40. doi:10.1108/eb034268. ISSN
0002-2667.
[64] Schefer, L.J. Concorde has designed-in reliability. Hydraulics and Pneumatics. 29, 1976: 5155.
[65] Collard, D. Concorde Airframe Design and Development (PDF). Swiss Association of Aeronautical Services.
Retrieved 19 January 2016.
[66] Owen 2001, p. 101.
[67] Aircraft Stopping Systems. Aircraft Engineering and
Aerospace Technology. MCB UP. 47 (10): 18. 1975.
doi:10.1108/eb035278. ISSN 0002-2667.
[68] Turner, H.G. (1971). Fuel Management for Concorde:
A brief account of the fuel system and the fuel pumps
developed for the aircraft. Aircraft Engineering and
Aerospace Technology. MCB Ltd. 43 (3): 3639.
doi:10.1108/eb034738. ISSN 0002-2667.
[69] British Contribution to Concord Production in France.
Aircraft Engineering and Aerospace Technology. MCB
Ltd. 36 (8): 232237. 1964. doi:10.1108/eb033911.
ISSN 0002-2667.
[70] Owen 2001, p. 206.
[71] Birtles, Philip. Concorde, pp. 6263. Vergennes, Vermont: Plymouth Press, 2000. ISBN 1-882663-44-6.
[72] Rolls Royce Olympus history. wingweb.co.uk.
trieved 15 January 2010.

Re-

[73] Aero Engines 1962, Flight International: 1018, 28 June

1962
[74] Ganley, G.; G. Laviec (1989).
The Rolls
Royce/SNECMA Olympus 593 engine operational
experience and the lessons learned. European Symposium on the Future of High Speed Air Transport: 7380.
Retrieved 30 June 2011.
[75] Lynam, Joe (19 July 2006).
green?". BBC News.

Are the skies turning

REFERENCES

[81] Woodman, Peter (27 July 2000). How a Concorde pilot

would handle a nightmare failure. Birmingham Post.
[82] Page, N.; Dale, R. S.; Nelson, N. (8 May 1975). Engine
intake-control (PDF). Flight: 742743.
[83] 1976 | 1835 | Flight Archive. Flightglobal.com. 4
September 1976. Retrieved 15 June 2013.
[84] Dalton, Alastair. Supersonic: The enduring allure of
Concorde. Scotsman.com, 17 July 2012.
[85] Eberhart, Jonathan (3 June 1967). When the SST Is Too
Slow... Science News. Society for Science & the Public. 91 (22): 528529. doi:10.2307/3951418. JSTOR
3951418.
[86] The Concorde takes shape : Test programme and construction proceeding according to schedule. Aircraft Engineering and Aerospace Technology. MCB UP. 38 (4):
38. 1966. doi:10.1108/eb034143. ISSN 0002-2667.
[87] N'guyen, V.P.; J.P. Perrais (1972). Fatigue Tests on Big
Structure Assemblies of Concorde Aircraft. Advanced
Approaches to Fatigue Evaluation. NASA SP-309. NASA.
309: 631. Bibcode:1972NASSP.309..631N.
[88] concorde 1967 2250 Flight Archive.
global.com.

ight-

[89] Wallace, James (7 November 2003). Those who ew the

Concorde will miss it. Seattle Post.
[90] Gedge, G.T.; M.I. Prod (1993). Introduction to Concorde: A brief review of the Concorde and its prospects.
Aircraft Engineering and Aerospace Technology. Emerald
Group Publishing Limited. 40 (3).
[91] Owen 2001, p. 14.
[92] 1967 | 0821 | Flight Archive. Flightglobal.com. Retrieved 15 June 2013.
[93] Is this the colour of the new millennium?". UK: The Independent, 3 April 1996. Archived from the original on
16 May 2013.
[94] Frade, Cristina. Azul contra rojo. El Mundo, 5 April
1996.
[95] Owen 2001, p. 78.

[76] Ganley, G. A. (September 1991).

Concorde
PropulsionDid we get it right?
The RollsRoyce/Snecma Olympus 593 Engine reviewed.
SAE International.

[96] Kocivar, Ben. Aboard the Concorde SST. Popular Science, October 1973, p. 117.

[77] Design and Development of an Air Intake for a Supersonic Transport Aircraft Rettie and Lewis, Journal of
Aircraft, Volume 5, Number 6, NovemberDecember
1968

[97] Flight Refuelling Limited and Concorde: The fuel system aboard is largely their work. Aircraft Engineering
and Aerospace Technology. MCB UP. 48 (9): 2021.
September 1976. doi:10.1108/eb035344. ISSN 00022667.

[78] Concorde A Designers Life Talbot, ISBN 978 0 7524

8928 5, plate 4

[98] Celebrating Concorde. British Airways. Retrieved 19

January 2016.

[79] An experiment on aerodynamic nozzles at M=2 Reid,

Ministry of Aviation, R. & M. No. 3382, p.4

[99] CONCORDE SST : CONCORDE B. concordesst.com.

[80] Concorde Special The test pilot John Cochrane.

Flight International. 21 October 2003.

[100] Strack, William. Propulsion challenges and opportunities

for high-speed transport aircraft. Aeropropulsion, 1987:
437452. Retrieved 30 June 2011.

12.2

Citations

23

[101] Smale, Alison. Fuel costs kill Second Generation of [123] Owen 2001, p. 118.
Concordes. Sarasota Herald-Tribune, 22 September
[124] Concorde takes o from Cardi. BBC. Retrieved 19
1979.
January 2016.
[102] How much radiation might I be exposed to?". British
[125] Droop nose. Flight International. 12 August 1971. pp.
Airways. Retrieved 11 January 2010.
257258.
[103] Guerin, D.W. (1973).
Electronic safety test replaces radioactive test source. Aircraft Engineering [126] Owen 2001, p. 84.
and Aerospace Technology. MCB UP. 45 (4): 10.
[127] Triplex in Concorde: The story behind the lm. Flightdoi:10.1108/eb035011. ISSN 0002-2667.
global.com, 1968. Retrieved 7 June 2011.
[104] Skin cancer danger linked to stratospheric jet planes. St.
Petersburg Times. 1 April 1975.
[128] Strang, Dr. W.J; R. McKinley (1978). Concorde in Service. Aircraft Engineering and Aerospace Technology.
[105] Cosmic radiation. British Airways. Retrieved 11 JanMCB UP. 50 (12). doi:10.1108/eb035500. ISSN 0002uary 2010.
2667.
[106] Arctowski, Henryk (1940).
On Solar Faculae
[129] BA Tribute to Concorde. The takeo scene at the end of
and Solar Constant Variations (PDF). Proceedthe video contains a clip of the ATC communication with
ings of the National Academy of Sciences.
26
the Speedbird Concorde"". British Airways. Archived
(6):
406411.
Bibcode:1940PNAS...26..406A.
from the original on 31 May 2010. Retrieved 11 January
doi:10.1073/pnas.26.6.406. PMC 1078196 . PMID
2010.
16588370.
[130] Donin, Robert B. Safety Regulation of the Concorde
[107] Hepburn, A.N. (1967). Human Factors in the ConSupersonic Transport: Realistic Connement of the Nacorde (PDF). Occupational Medicine. 17 (2): 4751.
tional Environmental Policy Act. HeinOnline, 1976. Redoi:10.1093/occmed/17.2.47.
trieved 30 June 2011.
[108] Flight Training Handbook. U.S. Dept. of Transporta[131] O'Grady, Jim (27 April 2003). Neighborhood Report:
tion, Federal Aviation Administration, Flight Standards
The Rockaways; Ears Ringing? Its Cheering Over the
Service, 1980. 1980. p. 250. Retrieved 28 July 2007.
Demise Of the Concorde. The New York Times, 27 April
2003. Retrieved 30 June 2011.
[109] Wol, Mark. Cabin Decompression and Hypoxia. PIA
Air Safety Publication,6 January 2006.
[132] The Nation: Smooth Landing for the Birds. Time, 5
December 1977. 5 December 1977. Retrieved 30 June
[110] Nunn 1993, p. 341.
2011.
[111] Happenny, Steve. Interim Policy on High Altitude Cabin
Decompression Relevant Past Practice. Federal Avia- [133] Concorde facts and gures. British Airways. Retrieved
tion Administration, 24 March 2006.
11 January 2010.
[112] Schrader 1989, p. 64.
[113] Orlebar 2004, p. 84.

[134] Warneke, Ross. Concorde by June: Oer to Qantas.

Australia: The Age, 25 October 1977.

[114] Prestwick Oceanic Area Control Centre: Manual of Air [135] Singapore Concorde ights. The New York Times, 14
October 1977. 14 October 1977. Retrieved 30 June 2011.
Trac Services (Part 2). NATS
[115] Orlebar 2004, p. 92.
[116] Orlebar 2004, p. 44.
[117] Schrader 1989, p. 84.
[118] Orlebar 2004, p. 110.

[136] London and Singapore halt Concorde service. The New

York Times, 17 December 1977. 17 December 1977. Retrieved 30 June 2011.
[137] Concorde route cut. Montreal Gazette, 16 September
1980. Retrieved 30 June 2011.

[119] Concorde The Worlds Greatest Airliner Part 3/4. [138] French Concorde to Mexico City. Daytona Beach
Morning Journal, 11 August 1978. Retrieved 30 June
YouTube. 19 January 2013.
2011.
[120] Rose, David. The real story of Flight 4590: Special In[139] Supersonic Jet ights suspended. Daytona Beach Mornvestigation. iasa.com.au, 13 May 2001.
ing Journal, 27 September 1982. Retrieved 30 June 2011.
[121] Brooklands Museum
[140] Air France oering 'New Years Eve in Paris.'". PR
[122] Stimson, I.L.; R. Fisher (January 1980). Design and
Newswire, 2 October 1987. Archived from the original
Engineering of Carbon Brakes. Philosophical Transacon 4 November 2012. Retrieved 30 June 2011.
tions of the Royal Society of London. The Royal Society.
294 (1411): 583590. Bibcode:1980RSPTA.294..583S. [141] Getze, John (10 February 1977). Brani seeks deal to y
doi:10.1098/rsta.1980.0068. JSTOR 36383.
Concorde in U.S. Los Angeles Times, 10 February 1977.

24

12

REFERENCES

[142] Concorde ights to Texas Ok'd. Los Angeles Times, 22 [164] Cuts ground Concorde from Miami to London. Miami
June 1978. 22 June 1978. Retrieved 30 June 2011.
Herald. 13 January 1991. Retrieved 30 June 2011.
[143] Concorde now reaping prots on N.Y. route. The [165] Jensen, Gregory. After eight years, the Concorde ies to
supersonic prot. Reading Eagle, 27 March 1984.
Spokesman-Review, 23 November 1979. Retrieved 30
June 2011.
[166] Greenberg, Peter S. (23 June 1985). Flying via charter
o to New Bustle. Los Angeles Times, 23 June 1985.
[144] Brani to halt US Concorde ights. Milwaukee Journal,
16 April 1980. Retrieved 30 June 2011.
[167] Clark, Jay (18 January 1986). Supersonic Concorde 10
years in service and still confounding critics. Toronto
[145] Concorde ights between Texas and Europe end; Big
Star, 18 January 1986.
Dreams at the start, $1,447 for ight to Paris. The New
York Times, 1 June 1980. 1 June 1980. Retrieved 30 June
[168] Concorde money is in charters. Flight International, 25
2011.
January 1986. Retrieved 30 June 2011.
[146] Allen, Roy, Concorde The Magnicent, Airliner Classics,
[169] I beat 20m to land last pounds 10 seats on Concorde; Joe
July 2012, p.63
grabs bargain of a lifetime. Scottish Daily Record & Sunday (Glasgow, Scotland), 13 February 1997. Retrieved:
[147] B.CAL appoints Concorde consultant. Flight International,
13 November 2012.
24 March 1979, p. 881.
[148] Caledonian reports best results. Flight International, 12 [170] Concorde grounded for good. BBC News, 10 April
2003. 10 April 2003. Retrieved 30 June 2011.
May 1979, p. 1547.
[149] New job for B.CAL Concorde man. Flight International, [171] Macdonald, Ian S. (1980). New Aircraft: Where are we
heading in the 1980s and 1990s. Aircraft Engineering
21 July 1979, p. 158.
and Aerospace Technology. MCB UP,. 52 (7): 2317.
doi:10.1108/eb035646. ISSN 0002-2667.
[150] B.CAL to lease unsold Concorde?. Flight International, 24
February 1979, p. 517.
[172] Michaels, Danial (2 October 2003). Final Boarding Call:
As Concorde Departs, so do 3-Man Crews: In New Cock[151] Tories support B.CALs Concorde plan. Flight Internapits, Engineers are seen as Extra Baggage. Wall Street
tional, 14 April 1979, p. 1132.
Journal, 2 October 2003.
[152] World News. Flight International, 28 April 1979, p.
[173] Concorde not for sale, says BA. CNN, 11 April 2003.
1286.
11 April 2003. Retrieved 2 June 2013.
[153] High Risk: The Politics of the Air, Thomson, A., Sidgwick
[174] Armstrong, David (11 April 2003). Fabled Concorde to
and Jackson, London, 1990, pp. 316317.
y o into sunset / British, French airlines to retire su[154] B.CAL drops Concorde plans but asks for Hong Kong lipersonic jet. San Francisco Chronicle, 11 April 2003.
cence. Flight International, 30 June 1979, p. 2331.
Retrieved 2 June 2013.
[155] BCALs African Prot .... World News, Flight Interna- [175] Virgin Increases Concorde Bid. Space Daily (from AFP
tional, 23 December 1971, p. 994.
article).
[156] The Caledonian punchbag, Flight International, 21 March [176] Branson increases oer for Concorde. London: The
1987, p. 33.
Daily Telegraph, 22 June 2003. 22 June 2003. Retrieved
2 June 2013.
[157] 1979 1007 Flight Archive. ightglobal.com.
[177] Montague, Simon (6 May 2003). Bransons Concorde
[158] 1979 1711 Flight Archive. ightglobal.com.
bid rejected. BBC News, 6 May 2003.
[159] Backroom boys Francis Spuord
[160]

[161]

[162]
[163]

[178] Branson accuses 'sad' Government of washing its hands

of Concorde. Western Mail, 24 October 2003. Retrieved
Greenberg, Peter (1 April 1984). The plane fact is, Con30 June 2011.
corde has broken the prot barrier for the rst time.
Chicago Tribune, 1 April 1984. Retrieved 30 June 2011. [179] Concorde not to y at air shows. CNN, 30 October 2003.
30 October 2003. Retrieved 30 June 2011.
The Concorde belies those who foresaw its extinction.
Philadelphia Inquirer, 26 January 1986. 26 January 1986. [180] Simpkins, Edward (15 June 2003). Buett vehicle to folRetrieved 30 June 2011.
low in Concordes slipstream. London: The Daily Telegraph, 15 June 2003.
Arnold, James (10 October 2003). Why economists
don't y Concorde. BBC News, 10 October 2003.
[181] Concorde: An Untimely and Unnecessary Demise.
Travel Insider, 2003. Retrieved 13 January 2010.
Concorde to y Miami-London route. Miami Herald,
24 January 1984. 24 January 1984. Retrieved 30 June [182] Pevsner, Donald L. The Betrayal of Concorde. Concorde Spirit Tours. Retrieved 13 January 2010.
2011.

12.2

Citations

25

[183] Lemel, Laurent. Concorde makes Final Flight from Paris [203] Thousands welcome Concorde to Seattle. seattlepi.com.
to New York. Associated Press, 30 May 2003.
[204] Robert Bogash. Concorde. rbogash.com.
[184] French Concorde bids adieu. BBC News, 31 May 2003.
[205] BBC News: Last Concorde lands. BBC News,. 27
31 May 2003.
November 2003.
[185] Jetting o. Daily Mirror, 28 June 2003. Retrieved 30
[206] Will Concorde ever come out of retirement e.g. for
June 2011.
a Coronation ypast or airshows?". British Airways. Re[186] 3,500 due at UK Concorde auction. BBC News, 30
trieved 14 January 2010.
November 2003. 30 November 2003.
[207] Concorde nose cone sells for half-million at auction.
[187] Miscellaneous brief articles Business & Industry.
USA Today, 12 December 2003. 2 December 2003. ReFlight International. 15 July 2003. Retrieved 30 June
trieved 30 June 2011.
2011.
[208] Concorde Memorabilia Auction. Getty Images, 1 De[188] Pourquoi n'a-t-on pas sauv le Concorde?". Tourcember 2003. Retrieved 30 June 2011.
Mag.com, 24 March 2010. Retrieved 30 June 2011.
[209] Heathrow Concorde model removed. BBC News. 30
[189] Webster, Ben. This is not a ight of fancy: Volunteers
March 2007.
say Concorde can realise an Olympic dream if BA will
[210] The Brooklands Concorde Project. Brooklands Muhelp. The Times, 31 May 2006.
seum. Retrieved 15 January 2010.
[190] Museum Sinsheim. Museum Sinsheim. Archived from
the original on 12 May 2010. Retrieved 26 June 2010.
[211] Air France Concorde to taxi again under own power.
Flightglobal, 5 February 2010. Retrieved 5 February
[191] Concorde, Fox Alpha, Air France. Smithsnian National
2010.
Air and Space Museum. Retrieved 19 January 2016.
[212] Work starts in 15m plan to get Concorde Flying. BBC
[192] Atchison, Marc (2 October 2003). Concordes superNews. 29 May 2010. Retrieved 29 May 2010.
sonic swan song; Star writer aboard for jets farewell trip
to Toronto Transatlantic sound-breaker a vision of grace. [213] Group Plans To Fly Concorde By 2019. avweb.com.
Toronto Star, 2 October 2003.
[214] Coldwell, Will (18 September 2015). Supersonic break[193] Ramstack, Tom. Final ight: British Airways Concorde
through: Concorde could y again within four years.
lands locally for last time. Washington Post, 15 October
theguardian.com. Retrieved 18 September 2015.
2003. Archived from the original on 20 January 2012.
[215] Concorde museum wins planning permission. Bristol
[194] Concorde establishes London-to-U.S. record. AmerPost. 20 July 2015. Retrieved 20 July 2015.
icas Intelligence Wire, 9 October 2003. 9 October 2003.
Archived from the original on 27 January 2012. Retrieved [216] The Revival of Concorde. Telegraph. Retrieved 19 January 2016.
30 June 2011.
[195] Supersonic record. Flight International: 5. 1420 [217] Hutchinson, John. Concorde set to return to the skies:
Supersonic jet may be used for charter ights by 2019.
February 1996.
Mail Online. Retrieved 19 January 2016.
[196] Exhibits: Concorde. Intrepidmuseum.org. Retrieved 6
March 2011.
[218] Potential Return to Flight Project. Club Concorde. Retrieved 19 January 2016.
[197] Last Concorde lands. BBC News,. 27 November 2003.
Retrieved 30 June 2011.
[219] Endres 2001, pp. 110113.
[198] Concorde enjoys Cardi farewell. BBC News. 23 Oc- [220]
tober 2003. 23 October 2003.
[221]
[199] Concorde The Farewell A collection of the nal ights
of the last days of Concorde. Simply Media, 19 April
2004. Retrieved 30 June 2011.
[222]
[200] Magoolaghan, Brian. The Concorde Makes A Comeback. Wave of Long Island, 31 October 2003. Retrieved [223]
30 June 2011.
[224]
[201] Lawless, Jill. Final Concorde ight lands at Heathrow.
Associated Press, 26 October 2003.

Joseph A Harriss piece on the Flight 4590 trial

Rose, David (13 May 2001). Concorde: The unanswered
questions. The Guardian. The Observer. London. Retrieved 18 April 2010.

Cody, E. French court holds Continental Airlines responsible for 2000 Concorde crash. Washington Post, 6 December 2010.

[202] End of an era for Concorde. BBC News. 24 October [225] Concorde crash: Continental Airlines killings verdict
2003.
quashed. BBC. Retrieved 19 January 2016.

26

12

REFERENCES

[226] Report No: 6/1989. Report on the accident to Concorde [244] The Tu-144: the future that never was. RIA Novosti, 3
102, G-BOAF over the Tasman Sea, about 140 nm east of
January 2008. Retrieved 30 June 2011.
Sydney, Australia on 12 April 1989. 1989. Retrieved 25
[245] Fridlyander, Iosif. Sad Epic of the Tu-144. MessenJanuary 2016.
ger of Russian Academy of Sciences, 1, 2002 (in Russian: .. , " 144,
[227] Report No: 5/1993. Report on the accident to British Air , 1, 2002.
craft Corporation/SNIAS Concorde 102, G-BOAB, over the
North Atlantic, on 21 March 1992. 1993. Retrieved 25
[246] The United States SST Contenders. Flight International,
January 2016.
13 February 1964. pp. 234235. Retrieved 30 June 2011.
[228] Human Factor Issues Emerge from Concorde Crash In[247] Winchester 2005a, p. 84.
vestigation. Air Safety Week. 11 February 2002. Retrieved 9 June 2013.
[248] Lyons, Richard D (5 January 1969). The Russians Lead
With the SST.... The New York Times, 5 January 1969.
[229] Accident on 25 July 2000 at La Patte d'Oie in Gonesse
Retrieved 30 June 2011.
(95) to the Concorde registered F-BTSC operated by
Air France (PDF). French Bureau Enqutes-Accidents [249] B-58s Sonic Boom Rattles Kentuckians. Chicago Daily
(BEA), January 2002. pp. 145147. Retrieved 9 June
Tribune, 19 December 1961. 19 December 1961. Re2013.
trieved 30 June 2011.
[230] Concordes safety modications. BBC News, 17 July [250] The Nation: Showdown on the SST. Time, 29 May
2001. 17 July 2001.
1971. 29 March 1971. Retrieved 30 June 2011.
[231] Concorde Completes Successful Test Flight. Fox News, [251] Hoyle, Craig. Kings of the swingers: Top 13 swing-wing
17 July 2001. 17 July 2001. Retrieved 30 June 2011.
aircraft. Flightglobal. Retrieved 19 January 2016.
[232] Concorde, 100 BA sta y over Atlantic. United Press [252] Here Comes the Concorde, Maybe. Time, 16 February
1976. 16 February 1976. Retrieved 30 June 2011.
International, 11 September 2001. Archived from the
original on 16 May 2013.
[253] Allen, Robert M. Legal and Environmental ramications
of the Concorde. J. Air L. & Com., 1976. Retrieved 30
[233] Williams, Timothy. Concorde returns. Ocala StarJune 2011.
Banner, 7 November 2001.
BBC News, 6 [254] Hock, R.; R. Hawkins. Recent studies into Concorde
noise reduction. AGARD Noise Mech, 1974: 14. Retrieved 30 June 2011.
[235] Joseph A. Harriss examination of Concorde accident his[255] Muss, Joshua A. Aircraft Noise: Federal pre-emption of
tory
Local Control, Concorde and other recent cases. J. Air
L. & Com, 1977. Retrieved 30 June 2011.
[236] Soviet Union: Christening the Concordski. Time, 14
November 1977. 14 November 1977. Retrieved 30 June
[256] Endres 2001, p. 90.
2011.
[234] Concorde 'back where she belongs".
November 2001. 6 November 2001.

[237] Gordon, Yem. Tupolev Tu-144. London: Midland,

2006. ISBN 1-85780-216-0.

[257] Reducing noise with type 28 nozzle. Aircraft Engineering and Aerospace Technology. MCB UP. 45 (4): 14.
1973. doi:10.1108/eb035013.

[238] "'Concordski' designer dies. BBC News, 13 May 2001.

[258]
13 May 2001.
[259]
[239] Hess, John L (26 May 1971). Soviet SST, in Its First
Flight to the West, Arrives in Paris for Air Show. The
New York Times, 26 May 1971. Retrieved 30 June 2011.

Aviation Daily 18 February 1971 p263

Fahey, D. W.; et al.
(1995).
Emission Measurements of the Concorde Supersonic AirScience.
craft in the Lower Stratosphere.
Bibcode:1995Sci...270...70F.
270 (5233):
70.
doi:10.1126/science.270.5233.70.

[240] Deruaz, George. Soviet SST stalls, dives into towns. St.
Petersburg Times, 4 June 1973. Retrieved 30 June 2011. [260] Newsday (8 October 1995). Increase in supersonic jets
could be threat to ozone. The Baltimore Sun.
[241] Pride of Soviet air eet explodes during exhibition.
Sarasota Journal, 4 June 1973. Retrieved 30 June 2011. [261] Anderson, Jon. Decision Analysis in Environmental Decisionmaking: Improving the Concorde Balance.
[242] Fisher, Dan (27 October 1978). Russia conrms crash
HeinOnline, 1978. Retrieved 30 June 2011.
of Supersonic Airliner in test: Latest failure of Troubleplagued TU-144 seen as blow to Soviet hopes of expand- [262] Train grande vitesse causes distress. Environmental
ing industry. Los Angeles Times, 27 October 1978.
Science and Engineering, November 2001. Archived from
the original on 16 January 2010.
[243] ASN Aircraft accident Tupolev 144D CCCP-77111
Yegoryevsk. Flight Safety Foundation. Retrieved 1 July [263] National and regional tranquillity maps. Campaign to
2011.
Protect Rural England. Retrieved 25 April 2010.

12.2

Citations

27

[264] CONCORDE SST : Powerplant. concordesst.com.

[279] Burleigh, Craig (2008). Queen Elizabeth II Silver

Jubilee in Barbados ends with her rst ight on Concorde
[265] British Airways Concorde is expected to begin ying pason a record setting ight back to London Heathrow..
sengers again in next 6 weeks. Dallas Morning News, 23
Retrieved 16 January 2010.
August 2001. Retrieved 30 June 2011.
Queen Elizabeth II (January 2010). Queen and Barbados: Royal visits. Retrieved 16 January 2010.
[266] Farewell to Concorde. BBC News, 15 August 2007. 15
CONCORDE SST : TIMELINE 90s.
conAugust 2007. Retrieved 15 January 2010.
cordesst.com.
Barbados Concorde Experience, museum
[267] Oxford Language Dictionaries Online French Resources: Glossary of Grammatical Terms
[280] Concorde F-BTSC French Production Test Aircraft.
Concorde Art World. Retrieved 11 May 2014.
[268] Centre National de Ressources Textuelles et Lexicales
Dnition de LE, LA: article dni, II.3
[281] Concorde Chronology. Aviation News. Retrieved 19
January 2016.
[269] Reverso Dictionnaire: La majuscule dans les noms propres (Capital letters within proper names)
[282] Tharoor, Ishaan (20 October 2011). Mobutu Sese
Seko. Top 15 Toppled Dictators. Time Magazine.
[270] Ferrar 1980, p. 114.
Retrieved 30 April 2013.
Shaw, Karl (2005) [2004]. Power Mad! [lenstv
[271] Celebrate Concorde: videos. British Airways. Retrieved
mocnch] (in Czech). Praha: Metafora. pp. 47., 58.
15 January 2010.
ISBN 80-7359-002-6.
Documentary of British Airways Concorde introducFinding the Right Arizona Insurance.
Concorde
tion. youtube.com.
Insurance.
Concorde Clipreel:
Part 14 AP Archive.
[272] Red Arrows y into Scotland. Daily Record, 12 June
aparchive.com.
2000. Retrieved 30 June 2011.
Million turn out to crown Queens Jubilee. London: [283] Concorde Spirit Tours. concorde-spirit-tours.com.
Daily Telegraph, 4 June 2002. 4 June 2002. Retrieved
1 April 2010.
[284] Reuters News Service (9 February 1996). SST makes
record ight. St Louis Post, 9 February 1996. Retrieved
[273] Laville, Sandra (24 October 2003). Chaos fear at Con30 June 2011.
corde farewell. London: Daily Telegraph, 24 October
2003.
[285] Concorde Supersonic Airliner Record Breaker.
concorde-art-world.com.
[274] Jury, Louise (16 March 2006). Concorde beats Tube
map to become Britains favourite design. The Indepen- [286] List of Concorde Records in Main Discussion area Forum. Yuku.
dent. London.
[275] Concorde Clipreel:
Part 9 AP Archive. [287] The Sydney Morning Herald Google News Archive
Search. google.com.
aparchive.com.
Heritage Concorde. Heritage Concorde.
Aviation News Magazine Concorde chronology. [288] Cramoisi, George (2010). Air Crash Investigations: The
End of the Concorde Era, the Crash of Air France Flight
aviation-news.co.uk.
4590. Lulu. p. 518. ISBN 9780557849505.
[276] Concorde Clipreel:
Part 8 AP Archive.
[289] French Concorde to attempt round-the-world record.
aparchive.com.
Anchorage Daily News, 12 October 1992.
Keystone. French President Georges Pompidou at the
microphone in the cockpit of.... Getty Images.
[290] Concorde jets occupants on record ride. Deseret News.
17 August 1995.
[277] The Amarillo Globe-Times from Amarillo, Texas Page
31. Newspapers.com.
[291] Rolls-Royce SNECMA Olympus. Janes, 25 July 2000.
The Ottawa Journal from Ottawa, Page 29. Newspapers.com.
[292] Concorde. Museum of Flight. Retrieved 21 August
The New York Times. Giscard Arrives for Talks With
2011.
Ford
THE QUEEN'S VISIT TO NORTH AMERICA. mill- [293] Kelly 2005, p. 52.
banksystems.com.
[294] Comparison with Tu-144. Richard Seaman aircraft museum. Retrieved 15 January 2010.
[278] Franois Mitterrand. Telegraph.co.uk. 9 January 1996.
French Cosmonaut Aboard : Mitterrand Sees a Soviet
[295] https://www.youtube.com/watch?v=fCLq4ptf9DI
Space Launch. latimes.
Reuter. President Francois Mitterrand prepared today to [296] smh. Extremely Comprehensive Concorde Relaunch Kit
y by Concorde
from Air France. asiatraveltips.com.
The New York Times. Miitterrands travels are well received back home
[297] 1968 2266 Flight Archive. ightglobal.com.

28

12.3

13

Bibliography

Conway, Eric (2005). High-Speed Dreams: NASA

and the Technopolitics of Supersonic Transportation,
19451999. JHU Press. ISBN 080188067X.
Beniada, Frederic (2006). Concorde. Minneapolis,
Minnesota: Zenith Press. ISBN 0-7603-2703-3.
Calvert, Brian (2002). Flying Concorde: The Full
Story. London: Crowood Press. ISBN 1-84037352-0.

EXTERNAL LINKS

Schrader, Richard K (1989). Concorde: The Full

Story of the Anglo-French SST. Kent, UK: Pictorial
Histories Pub. Co. ISBN 0-929521-16-1.
Taylor, John W. R. (1965). Janes All the Worlds
Aircraft 196566. Marston.
Towey, Barrie (ed.) (2007). Jet Airliners of the
World 19492007. Tunbridge Wells, Kent, UK:
Air-Britain (Historians) Ltd. ISBN 0-85130-348X.

Deregel, Xavier; Lemaire, Jean-Philippe. Concorde

Passion. New York: LBM, 2009. ISBN 2-91534773-5.

Winchester, Jim (2005a). The Worlds Worst Aircraft: From Pioneering Failures to Multimillion Dollar Disasters. London: Amber Books Ltd. ISBN
1-904687-34-2.

Endres, Gnter (2001). Concorde. St Paul, Minnesota: MBI Publishing Company. ISBN 0-76031195-1.

Winchester, Jim (2005b). X-Planes and Prototypes:

From Nazi Secret Weapons to the Warplanes of the
Future. Amber Books Ltd. ISBN 1-84013-815-7.

Ferrar, Henry, ed. (1980). The Concise Oxford

French-English Dictionary. New York: Oxford University Press. ISBN 0-19-864157-5.
Frawley, Gerald (2003). The International Directory of Civil Aircraft, 2003/2004. Aerospace Publications. ISBN 1-875671-58-7.
Gunn, John (2010). Crowded Skies. Turnkey Productions. ISBN 978-0-646-54973-6.

13 External links
British Airways Concorde page
Design Museum (UK) Concorde page
Heritage Concorde preservation group site
Concorde Legacy site

Kelly, Neil (2005). The Concorde Story: 34 Years of

Supersonic Air Travel. Surrey, UK: Merchant Book
Company Ltd. ISBN 1-904779-05-0.

First Concorde Supersonic Transport Flies

Concorde Enters Flight Test Phase by Donald Fink,
Aviation Week & Space Technology

Knight, Georey (1976). Concorde: The Inside

Story. London: Weidenfeld and Nicolson. ISBN 0297-77114-0.

End of an Era by Dave North, Aviation Week &

Space Technology

Lewis, Rob; Lewis, Edwin (2004). Supersonic Secrets: The Unauthorised Biography of Concorde.
London: Expos. ISBN 0-9546617-0-2.
McIntyre, Ian (1992). Dogght: The Transatlantic
Battle over Airbus. Westport, Connecticut: Praeger
Publishers. ISBN 0-275-94278-3.
Nunn, John Francis (1993).
Nunns Applied
Respiratory Physiology. Burlington, Maryland:
Butterworth-Heineman. ISBN 0-7506-1336-X.
Owen, Kenneth (2001). Concorde: Story of a Supersonic Pioneer. London: Science Museum. ISBN
978-1-900747-42-4.
Orlebar, Christopher (2004). The Concorde Story.
Oxford, UK: Osprey Publishing. ISBN 1-85532667-1.
Ross, Douglas (March 1978). The Concorde Compromise: The Politics of Decision-making. Bulletin
of the Atomic Scientists.

Video: Roll-out

29

14
14.1

Text and image sources, contributors, and licenses

Text

Concorde Source: https://en.wikipedia.org/wiki/Concorde?oldid=738558245 Contributors: Magnus Manske, Derek Ross, Brion VIBBER,
Mav, Bryan Derksen, Tarquin, Jeronimo, Ed Poor, Lorax, Kowloonese, Gsl, PierreAbbat, Roadrunner, SimonP, Shii, Ben-Zin~enwiki,
Drbug, Maury Markowitz, Graft, GrahamN, Mintguy, DW, Rickyrab, Ericd, AntonioMartin, Easterbradford, Cointyro, RTC, Infrogmation, Liftarn, Stewacide, Tannin, Wapcaplet, Tango, Markonen, Delirium, Arpingstone, Minesweeper, Alo, Pcb21, Dgrant, Egil,
Ahoerstemeier, Ronz, Snoyes, Kingturtle, Rlandmann, Alvaro, Mark Foskey, Black Widow, Michael Shields, Nikai, Kaihsu, Alex756,
GCarty, Lee M, Colmlinehan, Edmilne, JidGom, Skydancer~enwiki, Trainspotter~enwiki, Saint-Paddy, Andy G, Viajero, Choster, David
Latapie, Dysprosia, Daniel Quinlan, Doradus, WhisperToMe, Zoicon5, Steinsky, AHands, Prumpf, DJ Clayworth, Tpbradbury, Motor,
Tranter, Nv8200pa, K1Bond007, Tempshill, Populus, Miterdale, Ed g2s, Head, Floydian, Morven, Morn, Camerong, David.Monniaux,
Francs2000, Calieber, Huangdi, Sjorford, Robbot, Dale Arnett, Pigsonthewing, Rjp uk, Moriori, RedWolf, Sbisolo, Donreed, Campdavid, Moncrief, Romanm, Naddy, Modulatum, Lowellian, Texture, Rollo, Sekicho, Jtts, Rhombus, Diderot, Timrollpickering, Klaask,
Mervyn, Hadal, Wereon, Eliashedberg, Mattaschen, Davidcannon, SimonMayer, Gobeirne, Fikri, Xyzzyva, DocWatson42, Paul Richter,
Wizzy, Salfter, Greyengine5, Wolfkeeper, Marcika, Neuro, Everyking, Wyss, Dratman, Michael Devore, Scott Wilson, Mboverload, Redux, Solipsist, Gzornenplatz, VampWillow, Matt Crypto, Bobblewik, Golbez, Wmahan, Timjarrett, ChicXulub, H1523702, Beland, OverlordQ, SamH, Alaz, Setokaiba, CaribDigita, Zantolak, Genghis86, Qleem, Thincat, Burgundavia, Icairns, Hammersfan, Jimwilliams57,
Sam Hocevar, Eanschuessler, Rlcantwell, Huaiwei, LHOON, Autair, Imjustmatthew, Tomwalden, Karl Dickman, Fuzlyssa, Trevor MacInnis, Ericg, Canterbury Tail, Mike Rosoft, Freakofnurture, N328KF, Reinthal, Deadlock, Jcm, Discospinster, Rich Farmbrough, Guanabot,
Sladen, KittySaturn, FT2, Rama, Darren Olivier, Alistair1978, Michael Zimmermann, MarkS, SpookyMulder, Night Gyr, Bender235,
ESkog, Andrejj, BACbKA, Stebbiv, PsychoDave, Ylee, Sfahey, Huntster, Kwamikagami, Tom, RoyBoy, Etimbo, Jpgordon, NetBot, Defsac, Richi, WoKrKmFK3lwz8BKvaB94, Homerjay, Unused0022, Twobells, Haham hanuka, Krellis, Hooperbloob, Jumbuck, A strolling
player, Jrme, Alansohn, Hektor, Tobych, Halsteadk, Eric Kvaalen, Atlant, Rodw, Maccoinnich, Mailer diablo, Fawcett5, Hu, Miltonhowe,
Dhartung, Dschwen, BBird, ProhibitOnions, Dalillama, Lapinmies, Sfacets, Gunter, Cvalda, Gene Nygaard, Afowler, Alai, Drbreznjev,
Kazvorpal, Dismas, Postrach, Gmaxwell, Sandover, Distantbody, Alvis, Imaginatorium, CygnusPius, Yesopenilno, Mel Etitis, MrSpam,
Xmp, Je3000, Patch'r5005, S.prasad, Skywayman, MartinVillafuerte85, Hbdragon88, GregorB, BlaiseFEgan, SDC, Vanished895703,
Gimboid13, 790, M100, GraemeLeggett, Khyth, JiMidnite, Stromcarlson, Deltabeignet, BD2412, Dodgethis, Rjwilmsi, Tim!, Rillian, Tangotango, Captain Disdain, Jerey Henning, Haya shiloh, DoubleBlue, Ian Dunster, Nandesuka, MapsMan, DuKot, Thinkpad, SNIyer12,
Fraserspeirs, FlaBot, Blackanddarkness, Dowlingm, Immortal Synn, CR85747, Ysangkok, Mark83, Gparker, Leslie Mateus, Ayla, Timo
Kouwenhoven, Axver, Str1977, Vilcxjo, Russavia, Ahunt, Gareth E. Kegg, ChrisMD123, Coolhawks88, Chobot, IR Mongoose, Jawr256,
Mhking, Mmx1, Slimey.limey, 334a, Bgwhite, Gwernol, Pittspilot, Sophitus, UkPaolo, YurikBot, Wavelength, TexasAndroid, Mikalra,
Huw Powell, Jimp, RussBot, Baumi, Woseph, Arado, Lincolnite, Clib, Junky, Conscious, Hede2000, Gravecat, Hellbus, M0RHI, Chensiyuan, Stephenb, Gaius Cornelius, CambridgeBayWeather, Alex Bakharev, Rsrikanth05, Kb1koi, Discomike, Bovineone, UKWiki, NawlinWiki, ENeville, Darsys, Xtanstic, CU4ever, Martin villafuerte85, Moe Epsilon, PaddyBriggs, Mieciu K, Gadget850, Wangi, Doncram,
Everyguy, Oliverdl, Sierra 1, Tetracube, Eurosong, Sandstein, Zzuuzz, Cloudbound, Chase me ladies, I'm the Cavalry, Theda, CapitalLetterBeginning, Petri Krohn, Rlove, Jdmalou, VodkaJazz, SigmaEpsilon, Airodyssey, X-mass, Curpsbot-unicodify, SuperJumbo, Mikus,
Jack Upland, KJBracey, Kungfuadam, Mhkay, RG2, NeilN, Kingboyk, Gephart, Nick-D, Groyolo, AscendedAnathema, NetRolller 3D,
Sacxpert, DocendoDiscimus, Yvwv, SmackBot, FocalPoint, FClef, Emoscopes, Haymaker, Hux, Reedy, KnowledgeOfSelf, Rayward,
Bjelleklang, Bigbluesh, WikiuserNI, Vald, Speight, Jacek Kendysz, KocjoBot~enwiki, Ssbohio, Delldot, Eskimbot, Peloneous, Veesicle, Frymaster, Kintetsubualo, Nil Einne, Carbonix, Alsandro, Septegram, Commander Keane bot, Yamaguchi , Gilliam, Brianski,
Ohnoitsjamie, Hmains, Betacommand, Armeria, Alias777, GoldDragon, Bjmullan, Thumperward, Emt147, David Corbett, Cygnus78,
DHN-bot~enwiki, Dual Freq, Htra0497, Gyrobo, Sct72, Mjl0509, Eddyy, Sebhaque, WDGraham, Stephen Hui, Trekphiler, Joepane,
MyNameIsVlad, Sl1982, Digital1, Ajray~enwiki, DeFacto, Mikepurves, Onorem, Snowmanradio, KevM, AzaBot, Veej, Utgardsloki,
Britmax, Bolivian Unicyclist, Grover cleveland, BIL, GDM, Bigturtle, Blake-, Harvestman, Biblo, Proprius, Gbinal, Nathans, Andresihera, Galaxydog2000, Zoperd, Bidabadi~enwiki, Captainbeefart, Vina-iwbot~enwiki, Fireswordght, Ohconfucius, Glacier109, Frglee,
Starlionblue, SashatoBot, Esrever, FunkyFly, JRoman, JzG, Grizzwald, Kirill Skorobogat~enwiki, Kuru, John, JackLumber, Vgy7ujm, J
1982, LWF, Evilarry, Jaganath, Soumyasch, MilborneOne, Lazybum, Sir Nicholas de Mimsy-Porpington, Minna Sora no Shita, Ervin610,
Scetoaux, Jaywubba1887, Aleenf1, RomanSpa, A. Parrot, Cowbert, BillFlis, Filanca, Mathewignash, Muadd, Vwozone, AxG, Xiaphias,
AdultSwim, Jam01, EdC~enwiki, AEMoreira042281, Samurai107, Peyre, Quaeler, Marshall Stax, Iridescent, Joseph Solis in Australia, Andreas Rejbrand, Hydra Rider, Zero sharp, Igoldste, RekishiEJ, IanWorthington, Lucy-marie, CP\M, Courcelles, Rsnetto74, Tawkerbot2,
HDCase, Firehawk1717, JForget, CmdrObot, Deon, Zarex, BadWolf42, Balazer, Dbstommy, Banedon, MiShogun, Redlock, Charvex,
Pjc51, Stevo1000, Green caterpillar, WLior, Me125, Birdhurst, Clipper471, WeggeBot, Ken Gallager, Skybon, Mattfalcus, Ajkgordon,
Necessary Evil, Cydebot, Fnlayson, Msa1701, Reywas92, Stilwebm, Steel, An2597, Kaldosh, Gogo Dodo, A380 Fan, Kimyu12, Tec15,
Hathaway36, Lugnuts, TenthEagle, Myscrnnm, Oxyman42, Chirp Cricket, CDrecche, DumbBOT, Teratornis, Kozuch, Landroo, Nasarius, Trev M, Kirk Hilliard, Michael Johnson, Thijs!bot, Epbr123, Jmg38, Totensiebush, N5iln, Headbomb, Marek69, Blerg1, Smurfwow,
Abut, Dawnseeker2000, Publicgirluk, Escarbot, LachlanA, Thadius856, Acb58, AntiVandalBot, Luna Santin, Akradecki, Mvjs, Parnell88,
Ozzieboy, QuiteUnusual, LatinoFlava, Rehnn83, Dr. Blofeld, Kbthompson, Lyricmac, RapidR, Smartse, Cjs2111, Aspensti, GodGell,
DocBrown, 9913, Dockurt2k, Mazettas, SamatJain, Steelpillow, Daytona2, Bigjimr, Deective, Pdhroche, MER-C, LeedsKing, TimS00,
Avaya1, Ericoides, Jjacobsmeyer, Albany NY, Salberti, Bzuk, Felix116, Amitkinger, Donkdonk, Memphisto, Magioladitis, ACY.Man,
Gsaup, VoABot II, Adimage, 1995hoo, Pratj, Askari Mark, SynergyStar, Xn4, Ukurko, JamesBWatson, SHCarter, Dsr30, Dulciana,
Jatkins, KJRehberg, Brusegadi, Nick Cooper, John phillips235, Catgut, BilCat, Jemauvais, Cpl Syx, Spellmaster, Vssun, DerHexer, Philg88,
PoliceChief, TheRanger, Welshleprechaun, Fripp gustafsson, He 2451, Stephenchou0722, Disillusi, Rems 75, Somethingoranother, MartinBot, Clavecin, Lyswim, Nikpapag, Rettetast, LoopyB, InnocuousPseudonym, TheEgyptian, CommonsDelinker, Nono64, PrestonH,
J.delanoy, Bthebest, Pharaoh of the Wizards, Trusilver, Ringwayobserver, Adavidb, Hans Dunkelberg, Rettig, Extransit, Marke14, KLMSpotting-Service, Tdadamemd, 50pence, Barts1a, McSly, Dan 9790, DJ1AM, Bilbobee, RenniePet, Mrceleb2007, Junafani, Belovedfreak, NewEnglandYankee, Skrelk, Locazreal, Dhaluza, Gwen Gale, Ferrari5700, Patrickw421, Pendo 4, SoCalSuperEagle, CardinalDan,
Idioma-bot, Chrisvandemore, GuiTaoist, Lap dance with Dan, Nigel Ish, Inetpup, Elmarko99, Cmd21700, Grebllaw123e, Fences and
windows, Sjones23, Toddy1, Wxidea, Philip Trueman, TXiKiBoT, Oshwah, GimmeBot, Bristolhistorybu, Davehi1, Shreditor, Haymee,
MatthewHaywood, Thegrenade, Crohnie, Ask123, Dhruvbird, Piperh, Samslipknot, Marvel52, Boonie45, Jackfork, LeaveSleaves, Raryel,
Raymondwinn, UnitedStatesian, NicoBolso, DesmondW, Palizdesign, Maksdo, Archzog, Lerdthenerd, Andy Dingley, LanceBarber, Ridow,
Falcon8765, Drutt, Eurocopter, RaseaC, Paronomasia, Nibios, Truthanado, Jassy2010, Fltnsplr, Richc1977, Thunderbird2, Michael Frind,
Tumadoireacht, Qogir, Stclaus, Red, Brennan626, CrinklyCrunk, Yngvarr, NarayanGa, SieBot, Bdentremont, StAnselm, Shumtie, VK35,

30

14

TEXT AND IMAGE SOURCES, CONTRIBUTORS, AND LICENSES

Brenont, K. Annoyomous, Tiddly Tom, Jay the Despicable, Malcolmxl5, Sparrowman980, Hydeblake, Tropdars, Unregistered.coward,
YourEyesOnly, Strayan, Miremare, TrulyBlue, Prillen, Blob5824, Nick45726, Android Mouse, Dirk P Broer, Flyer22 Reborn, A. Carty,
621PWC, JetLover, Antonio Lopez, Android Mouse Bot 3, SilverbackNet, Lightmouse, AMCKen, Pr4ever, Steschweiger, Jangles1, Macy,
OKBot, Britoca, Sovxx, Bartleby79, Jorbyma2007, Rareeyes, Reubentg, UB65, Driftwood87, Dolphin51, Jimmy Slade, Nathanjerey114,
TSRL, Dongledad, YSSYguy, MBK004, DonPevsner, ClueBot, Rumping, UrsusArctosL71, Binksternet, Bob1960evens, Badger Brock,
The Thing That Should Not Be, Librarian2, Heltzen, Keraunoscopia, Wispanow, Drmies, Jackwestmore, Tfpsly, Paaln, Niceguyedc,
RuthAS, Pointillist, Ktr101, Wrssrir, AnthonyUK, Megiddo1013, Tlesinski, Superhacker2000, MickMacNee, Monsieur W, Mgw89, Lipton sale, Redthoreau, Muro Bot, Tony Holkham, Jtdunlop, C628, Gokaydince, Thingg, DineshAdv, Cclambert07, Tuzapicabit, Qualit-E,
Trulystand700, DumZiBoT, Mr Larrington, EdChem, XLinkBot, Poli08, Easyup77, Dthomsen8, Gcallard, WikHead, NellieBly, Davidjfarrar, Wcleak, WikiDao, Jimjimeny, Iconseditor, Airplaneman, ASV47, Ajahewitt, Olyus, Willking1979, Muckysock94, Freakmighty,
Jojhutton, Woy23, Mabdul, M.nelson, Uneyoshi, Ronhjones, Asybaris01, Fatboy1996, Paraphrased, Vishnava, Leszek Jaczuk, Jonboede,
Thermofan, D.c.camero, Rphilipp, AndersBot, Favonian, LemmeyBOT, Blackhawk1, 84user, Jasepl, Lightbot, QuadrivialMind, JSira,
HiTek213, GDK, Eastpier, The Bushranger, Legobot, Luckas-bot, Yobot, Fraggle81, Rccoms, Imarquecm, DisillusionedBitterAndKnackered, Luz28, Crispmuncher, Darx9url, PMLawrence, TopGear44, Hubare, Max, Palamabron, Mojei, JKL22, MinorProphet, AnomieBOT,
DemocraticLuntz, Archon 2488, 1exec1, Captain Quirk, Jim1138, Williamsze, Unara, Materialscientist, Citation bot, Brightgalrs, ArthurBot, LilHelpa, Thevas, Obersachsebot, MauritsBot, Xqbot, Gaminrus, Intelati, PA2858453, Printpost, M4design, Malik54321, Eric Blatant,
Jezhotwells, Shadowjams, Madaboutrains, FAH Q 69, Erik9bot, Grinofwales, GliderMaven, PatrickOfLondon, FrescoBot, Glitch82,
Paul.who, Vinceouca, Sciisfun, Kyteto, SkyHigher, Citation bot 1, Mellyrose, Amplitude101, Redrose64, Pinethicket, Vicenarian, Edderso, BigDwiki, ManojMohamed, ErgSlider, GezTalbot, Ganeshema, Barefeetdude, RandomStringOfCharacters, Bass747,
, Seen46, Aeroeditin, TobeBot, Trappist the monk, Provians, Tblucey, JoeyJoJoShabbaduJr, Mono, Standardfact, Jakers1304,
Lotje, 777sms, Dcs002, Pilot850, Enricokamasa, Seanroxursox, Adry1991, Mean as custard, Sepeario, RjwilmsiBot, DexDor, Beyond My
Ken, Aircorn, Grondemar, Skamecrazy123, TGCP, DarkAvira, Pinkbeast, EmausBot, John of Reading, Herbie290, Diiscool, Immunize,
AmericanLeMans, Feanor0, Lorast, Boundarylayer, Dewritech, Tinss, Someth, Urmomwithme1, Blackjackshellac, GoingBatty, CaptRik,
Phil75~enwiki, Sp33dyphil, DMChatterton, PapaBear1965, Thomasionus, TuHan-Bot, K6ka, STP43FAN, Josve05a, Dolovis, Xtzou, Super747, Compdude123, Drunkest1, Druzhnik, Kiwi128, H3llBot, Goben10, Unreal7, Yavorpenchev, JoeSperrazza, V-100Commando,
Brandmeister, Nyi, Mimono1997, L Kensington, BadaBoom, Tim Zukas, Carmichael, Robokabob, Rangoon11, Rob690532, Mmb777e,
Amthomas0412, Britishairways, Harrison49, Teapeat, Planetscared,
, Disphenoidal, Emmaisthebest, Will Beback Auto, Rememberway, ClueBot NG, AlbertBickford, Incompetence, JetBlast, Satellizer, Movses-bot, Auseplot, Frerin, Frietjes, TeamAnand, Lolgasm12345,
Widr, Pbmaise, PhilipNewman, Helpful Pixie Bot, Tholme, Alphacatmarnie, Bibcode Bot, AD66, BG19bot, Neptunes Trident, Chess,
Kndimov, Blake Burba, Compfreak7, Kai Tak, Viridianwindow, Caribpilot, Aeroplanepics0112, Pregabalin Nights, Julien.scavini, JB63,
Guccigopackgo, Cmoney1998, Rebel in retirement, MeanMotherJr, BattyBot, Chaseincats, StarryGrandma, Jak Atackka, Cyberbot II,
Morganson691, ChrisGualtieri, Cactus732, Stemer1946, Lisapalomeque, Runlevel1, Dexbot, LukePearcy, Pieter1963, FaTaLERRORXX,
Gstekas, , PauloMSimoes, Benji Powell, Redalert2fan, Kencordero, Hcp-07, Ruby Murray, HCT concorde engineering,
Melonkelon, Latias1290, Flat Out, , Jmcmail, My name is not dave, Ginsuloft, Atotalstranger, Drajeepan2, UY Scuti, MartRH,
Kingxray121, Poppy345, NolanCRules, Louisonze, Thepilot11251999, Mueed Ahmed, Monkbot, Filedelinkerbot, Rusky Barder, BrayLockBoy, Monopoly31121993, Lor, Tpprufer, Bladtman, PhilippineJet, Awarru, Cfjem, Terence444400, Yardan Sheikh, Coconutporkpie,
Victor.woolnough, Uhooep, TheCoeeAddict, Toeasfggdfgggyh, Greatereastern, Laomeishiwoer, Evannerraw, Beta Cancri, KasparBot,
Fcisuperguy, Deltaman03, Captain Nikitakis, Rc1959, Pam-javelin, BU Rob13, FadyP, Fernando2812l, Firebrace, JoshDonaldson20,
Davidng913, AirCrashGenius101, Dappikus, AnnaGoFast, Newuser333, Kmatsu888, GreenC bot, Jacker761, EdenT39, Wildre2153,
Sgsmanny12345, CaptainWarWizard, Planer 12346578955, FloppyDolphin and Anonymous: 1454

14.2

Images

File:Aerospatial_Concorde_(6018513515).jpg
Source:
https://upload.wikimedia.org/wikipedia/commons/7/76/Aerospatial_
Concorde_%286018513515%29.jpg License: CC BY-SA 2.0 Contributors: Aerospatial Concorde Original artist: Hugh Llewelyn
File:Aerospatiale-British_Aircraft_Corporation_Concorde,_Air_France_JP71122.jpg Source:
https://upload.wikimedia.org/
wikipedia/commons/c/cb/Aerospatiale-British_Aircraft_Corporation_Concorde%2C_Air_France_JP71122.jpg License: GFDL 1.2
Contributors:
Gallery page http://jetphotos.net/viewphoto.php?id=71122 Original artist: Sunil Gupta
File:Air_France_Aerospatiale_BAe_Concorde_101;_F-BVFB@ZRH;23.08.1998_(5888389391).jpg
Source:
https:
//upload.wikimedia.org/wikipedia/commons/4/46/Air_France_Aerospatiale_BAe_Concorde_101%3B_F-BVFB%40ZRH%3B23.
08.1998_%285888389391%29.jpg License: CC BY-SA 2.0 Contributors: Air France Aerospatiale/ BAe Concorde 101; FBVFB@ZRH;23.08.1998 Original artist: Aero Icarus from Zrich, Switzerland
File:Air_France_Concorde_(F-BTSD)_short-lived_Pepsi_logojet.jpg Source: https://upload.wikimedia.org/wikipedia/commons/4/
4f/Air_France_Concorde_%28F-BTSD%29_short-lived_Pepsi_logojet.jpg License: CC BY-SA 4.0 Contributors: http://www.airliners.
net/photo/Air-France/Aerospatiale-British-Aerospace-Concorde/2061195/L/ Original artist: Richard Vandervord
File:Air_France_Concorde_Jonsson.jpg Source:
https://upload.wikimedia.org/wikipedia/commons/e/ec/Air_France_Concorde_
Jonsson.jpg License: GFDL 1.2 Contributors: http://www.airliners.net/photo/Air-France/Aerospatiale-British-Aerospace-Concorde/
0432634/L/ Original artist: Alexander Jonsson
File:Aviacionavion.png Source: https://upload.wikimedia.org/wikipedia/commons/6/68/Aviacionavion.png License: Public domain Contributors:
Turkmenistan.airlines.frontview.arp.jpg Original artist: Turkmenistan.airlines.frontview.arp.jpg: elfuser
File:British_Airways_Concorde_G-BOAC_03.jpg
Source:
https://upload.wikimedia.org/wikipedia/commons/e/eb/British_
Airways_Concorde_G-BOAC_03.jpg License:
CC BY-SA 3.0 Contributors:
http://www.airliners.net/photo/British-Airways/
Aerospatiale-BAC-Concorde-102/1406076/L/&width=1024&height=699&sok=WHERE__(photographer_%3D_%27Eduard_
Eduard
Marmet%27)_&sort=_order_by_photo_id_DESC_&photo_nr=67&prev_id=1406077&next_id=1406075 Original artist:
Marmet
File:British_Airways_Concorde_official_handover_ceremony_Fitzgerald.jpg Source:
https://upload.wikimedia.org/wikipedia/
commons/d/d6/British_Airways_Concorde_official_handover_ceremony_Fitzgerald.jpg License:
GFDL 1.2 Contributors:
http://www.airliners.net/photo/British-Airways/Aerospatiale-BAC-Concorde-102/1851896/L/ Original artist: Steve Fitzgerald

14.2

Images

31

File:British_Concorde.jpg Source: https://upload.wikimedia.org/wikipedia/commons/f/fe/British_Concorde.jpg License: CC BY-SA

3.0 Contributors: Own work Original artist: Plismo
File:Commons-logo.svg Source: https://upload.wikimedia.org/wikipedia/en/4/4a/Commons-logo.svg License: CC-BY-SA-3.0 Contributors: ? Original artist: ?
File:ConcordeBG.jpg Source: https://upload.wikimedia.org/wikipedia/commons/9/91/ConcordeBG.jpg License: CC-BY-SA-3.0 Contributors: Image was moved from german wiki and I assume they won't move images without source (they are very picky about this over
there), see [1] Original artist: XOX
File:ConcordeCDG.jpg Source: https://upload.wikimedia.org/wikipedia/commons/e/ec/ConcordeCDG.jpg License: CC-BY-SA-3.0
Contributors: Transferred from en.wikipedia to Commons by Common Good using CommonsHelper. Original artist: Eurocopter at English
Wikipedia
File:ConcordeCockpitSinsheim.jpg Source: https://upload.wikimedia.org/wikipedia/commons/8/8c/ConcordeCockpitSinsheim.jpg License: CC-BY-SA-3.0 Contributors: Christian Kath Original artist: Christian Kath
File:ConcordeFuselageSinsheim.jpg Source: https://upload.wikimedia.org/wikipedia/commons/8/82/ConcordeFuselageSinsheim.jpg
License: CC-BY-SA-3.0 Contributors: Own work Original artist: Christian Kath
File:Concorde_-_airframe_temperatures.svg Source: https://upload.wikimedia.org/wikipedia/commons/2/2d/Concorde_-_airframe_
temperatures.svg License: GFDL Contributors: Own work Original artist: Steal88
File:Concorde_F-BVFA.JPG Source: https://upload.wikimedia.org/wikipedia/commons/f/f3/Concorde_F-BVFA.JPG License: CC
BY-SA 4.0 Contributors: Own work Original artist: AirCrashGenius101
File:Concorde_G-BOAC.png Source: https://upload.wikimedia.org/wikipedia/commons/3/3a/Concorde_G-BOAC.png License: CC
BY 3.0 Contributors: Own work Original artist: Emoscopes
File:Concorde_Ramp.jpg Source: https://upload.wikimedia.org/wikipedia/commons/5/51/Concorde_Ramp.jpg License: CC BY-SA 2.5
Contributors: Transferred from en.wikipedia to Commons by M01 MAROT. Original artist: The original uploader was Dockurt2k at English
Wikipedia
File:Concorde_at_Baginton_-_geograph.org.uk_-_156846.jpg Source:
https://upload.wikimedia.org/wikipedia/commons/0/09/
Concorde_at_Baginton_-_geograph.org.uk_-_156846.jpg License: CC BY-SA 2.0 Contributors: From geograph.org.uk Original artist: E
Gammie
File:Concorde_first_visit_Heathrow_Fitzgerald.jpg Source:
https://upload.wikimedia.org/wikipedia/commons/8/86/Concorde_
first_visit_Heathrow_Fitzgerald.jpg License: GFDL 1.2 Contributors: http://www.airliners.net/photo/British-Aircraft-Corporation/
Sud-BAC-Concorde/1929453/L/ Original artist: Steve Fitzgerald
File:Concorde_fuel_trim.svg Source: https://upload.wikimedia.org/wikipedia/commons/4/45/Concorde_fuel_trim.svg License: GFDL
Contributors: Own work Original artist: Steal88
File:Concorde_landing_Farnborough_Fitzgerald.jpg Source: https://upload.wikimedia.org/wikipedia/commons/1/11/Concorde_
landing_Farnborough_Fitzgerald.jpg License: GFDL 1.2 Contributors: http://www.airliners.net/photo/British-Aircraft-Corporation/
Aerospatiale-BAC-Concorde/1804269/L/ Original artist: Steve Fitzgerald
File:Concorde_on_Bristol.jpg Source: https://upload.wikimedia.org/wikipedia/commons/0/06/Concorde_on_Bristol.jpg License: Public domain Contributors: Adrian Pingstone Original artist: Arpingstone
File:Concorde_passenger_cabin.jpg Source: https://upload.wikimedia.org/wikipedia/commons/4/41/Concorde_passenger_cabin.jpg
License: CC BY-SA 3.0 Contributors: Own work Original artist: dschwen
File:Concorde_tail_gear.JPG Source: https://upload.wikimedia.org/wikipedia/commons/5/5f/Concorde_tail_gear.JPG License: CC
BY-SA 3.0 Contributors: Own work Original artist: Mgw89
File:Concordeintake.gif Source: https://upload.wikimedia.org/wikipedia/commons/9/90/Concordeintake.gif License: Public domain
Contributors: Moved from en:Image:Concordeintake.gif Original artist: Original uploader was Burbank at en.wikipedia.
File:Concordev1.0.png Source: https://upload.wikimedia.org/wikipedia/commons/1/1c/Concordev1.0.png License: CC BY-SA 3.0 Contributors: Own work Original artist: Julien.scavini
File:Flag_of_France.svg Source: https://upload.wikimedia.org/wikipedia/en/c/c3/Flag_of_France.svg License: PD Contributors: ? Original artist: ?
File:Flag_of_the_United_Kingdom.svg Source: https://upload.wikimedia.org/wikipedia/en/a/ae/Flag_of_the_United_Kingdom.svg License: PD Contributors: ? Original artist: ?
File:Folder_Hexagonal_Icon.svg Source: https://upload.wikimedia.org/wikipedia/en/4/48/Folder_Hexagonal_Icon.svg License: Cc-bysa-3.0 Contributors: ? Original artist: ?
File:Free-to-read_lock_75.svg Source: https://upload.wikimedia.org/wikipedia/commons/8/80/Free-to-read_lock_75.svg License: CC0
Contributors:
Adapted
from
<a
href='//en.wikipedia.org/wiki/File:Open_Access_logo_PLoS_white_green.svg'
class='image'
title='Open_Access_logo_PLoS_white_green.svg'><img
alt='Open_Access_logo_PLoS_white_green.svg'
src='//upload.wikimedia.
org/wikipedia/commons/thumb/9/90/Open_Access_logo_PLoS_white_green.svg/9px-Open_Access_logo_PLoS_white_green.svg.png'
width='9' height='14' srcset='//upload.wikimedia.org/wikipedia/commons/thumb/9/90/Open_Access_logo_PLoS_white_green.svg/
14px-Open_Access_logo_PLoS_white_green.svg.png 1.5x, //upload.wikimedia.org/wikipedia/commons/thumb/9/90/Open_Access_
logo_PLoS_white_green.svg/18px-Open_Access_logo_PLoS_white_green.svg.png 2x' data-le-width='640' data-le-height='1000'
/></a>
Original artist:
This version:Trappist_the_monk (talk) (Uploads)
File:G-BOAB_in_new_home_(8472694454).jpg Source: https://upload.wikimedia.org/wikipedia/commons/a/a0/G-BOAB_in_new_
home_%288472694454%29.jpg License: CC BY-SA 2.0 Contributors: G-BOAB in new home Original artist: Simon Boddy from Maidenhead, Uk

32

14

TEXT AND IMAGE SOURCES, CONTRIBUTORS, AND LICENSES

File:G-BOAF_rudder_damage.jpg Source: https://upload.wikimedia.org/wikipedia/commons/c/c8/G-BOAF_rudder_damage.jpg License: OGL 3 Contributors: https://www.gov.uk/aaib-reports/6-1989-concorde-102-g-boaf-12-april-1989 Original artist: DA Cooper for
the UK Air Accidents Investigation Branch
File:HP.115.gif Source: https://upload.wikimedia.org/wikipedia/commons/9/92/HP.115.gif License: Public domain Contributors: http:
//www.handleypage.com/Aircraft_hp115.html Original artist: Photographer not identied, so UK Copyright contended to have lapsed 50
years after publication.
File:Outlet_Concorde.JPG Source: https://upload.wikimedia.org/wikipedia/commons/e/e6/Outlet_Concorde.JPG License: CC0 Contributors: Own work Original artist: AlfvanBeem
File:Queen_Elizabeth_II_and_Prince_Philip_disembark_from_a_British_Airways_Concorde.jpg Source:
https://upload.
wikimedia.org/wikipedia/commons/4/49/Queen_Elizabeth_II_and_Prince_Philip_disembark_from_a_British_Airways_Concorde.jpg
License: Public domain Contributors: http://www.dodmedia.osd.mil/Assets/1992/Air_Force/DF-ST-92-04789.JPEG Original artist: SRA
JERRY WILSON
File:Russian_Tu-144LL_SST_Flying_Laboratory_Takeoff_at_Zhukovsky_Air_Development_Center.jpg Source: https://upload.
wikimedia.org/wikipedia/commons/b/bf/Russian_Tu-144LL_SST_Flying_Laboratory_Takeoff_at_Zhukovsky_Air_Development_
Center.jpg License: Public domain Contributors: http://www.dfrc.nasa.gov/gallery/photo/TU-144LL/HTML/EC97-44203-3.html
Original artist: NASA/IBP
File:Singapore_Airlines_Concorde_Fitzgerald-1.jpg
Source:
https://upload.wikimedia.org/wikipedia/commons/f/
GFDL 1.2 Contributors:
http://www.airliners.net/photo/
f2/Singapore_Airlines_Concorde_Fitzgerald-1.jpg License:
Singapore-Airlines-(British/Aerospatiale-BAC-Concorde-102/1801244/L/ Original artist: Steve Fitzgerald
File:Sinsheim_Auto_&_Technik_Museum.jpg Source:
https://upload.wikimedia.org/wikipedia/commons/5/5c/Sinsheim_Auto_
%26_Technik_Museum.jpg License: CC BY 2.0 Contributors: originally posted to Flickr as [1] Original artist: Marcin Wichary
File:Train_d'atterrissage_Concorde_Musee_du_Bourget_P1020039.JPG Source:
https://upload.wikimedia.org/wikipedia/
commons/e/e3/Train_d%27atterrissage_Concorde_Musee_du_Bourget_P1020039.JPG License: CC-BY-SA-3.0 Contributors: Own
work Original artist: Pline

14.3

Content license

Creative Commons Attribution-Share Alike 3.0