October 24, marks the anniversary of the last fight of Concorde, the iconic retired turbojet-powered supersonic passenger airliner, which made its last commercial flight on 24 October 2003. Concorde was jointly developed and produced by Aérospatiale and theBritish Aircraft Corporation (BAC) under an Anglo-French treaty. First flown in 1969, Concorde entered service in 1976 and continued commercial flights for 27 years.Among other destinations, Concorde flew regular transatlantic flights fromLondon Heathrow and Paris-Charles de Gaulle Airport to New York JFK andWashington Dulles and made the first non-stop crossing of the Atlantic in record-breaking time on 26 September 1973. It is one of only two Supersonic planes to have entered commercial service; the other being the Tupolev Tu-144. Concorde profitably flew these routes in less than half the time of other airliners. With only 20 aircraft built, the development of Concorde was a substantial economic loss; Air France and British Airways also received considerable government subsidies to purchase them.
Sadly Concorde was retired in 2003 due to a general downturn in the aviation industry after the type’s only crash in 2000, the 9/11 terrorist attacks in 2001 and a decision by Airbus, the successor firm of Aérospatiale and BAC, to discontinue maintenance support. Concorde’s name reflects the development agreement between the United Kingdom and France. In the UK, any or all of the type—unusual for an aircraft—are known simply as “Concorde”, without an article. The aircraft is regarded by many people as an aviation icon and an engineering marvel.Scheduled flights began on 21 January 1976 on the London–Bahrain and Paris–Rio (viaDakar) routes, with BA flights using the “Speedbird Concorde” call sign to notify air traffic control of the aircraft’s unique abilities and restrictions, but the French using their normal callsigns. 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. When the US ban on JFK Concorde operations was lifted in February 1977, New York banned Concorde locally.
The ban came to an end on 17 October 1977 when the Supreme Court of the United States declined to overturn a lower court’s ruling rejecting efforts by the Port Authority and a grass-roots campaign led by Carol Berman to continue the ban. 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 takeoff and landing. By its 30th flight anniversary on 2 March 1999 Concorde had clocked up 920,000 flight hours, with more than 600,000 supersonic, much more than all of the other supersonic aircraft.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. Unfortunately The British government had lost money operating Concorde every year, and moves were afoot by 1981, to cancel the service entirely. In 1983, BA’s managing director, Sir John King, convinced the government to sell the aircraft to British Airways for £16.5 million plus profits And British Airways then ran Concorde at a profit, unlike their French counterpart. Between 1984 and 1991, British Airways flew a Concorde service between London and Miami, stopping at Washington Dulles International Airport and, Air France and British Airways continued to operate the New York services until 2003 and Concorde routinely flew to Grantley Adams International Airport, Barbados and several UK and French tour operators operated charter flights to European destinations on a regular basis.
Sadly On 25 July 2000, Air France Flight 4590, registration F-BTSC, 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 nine crew members on board the flight, and four people on the ground. It was the only fatal accident involving Concorde. According to the official investigation conducted by the Bureau d’Enquêtes et d’Analyses pour la Sécurité de l’Aviation Civile (BEA), the crash was caused by a titanium strip that fell from a Continental Airlines DC-10 that had taken off minutes earlier. This metal fragment punctured a tyre on Concorde’s left main wheel bogie during takeoff. The tyre exploded, a piece of rubber hit the fuel tank, and while the fuel tank was not punctured, the impact caused a shock-wave which caused one of the fuel valves in the wing to burst open. This caused a major fuel leak from the tank, which then ignited due to sparking electrical landing gear wiring severed by another piece of the same tyre. The crew shut down engine number 2 in response to a fire warning, and with engine number 1 surging and producing little power, the aircraft was unable to gain height or speed. The aircraft entered a rapid pitch-up then a violent descent, rolling left and crashing tail-low into the Hôtelissimo Les Relais Bleus Hotel in Gonesse.
On 6 December 2010, Continental Airlines and John Taylor, one of their mechanics, were found guilty of involuntary manslaughter, but on 30 November 2012 a French court overturned the conviction, saying mistakes by Continental and Taylor did not make them criminally responsible. Prior to the accident, Concorde had been arguably the safest operational passenger airliner in the world in terms of passenger deaths-per-kilometres travelled with zero, but had a rate of tyre damage some 30 times higher than subsonic airliners from 1995 to 2000. 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, although interestingly no modifications were made to the DC-10. The first flight after the modifications departed from London Heathrow on 17 July 2001, piloted by BA Chief Concorde Pilot Mike Bannister. During the 3-hour 20-minute flight 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 flight, intended to resemble the London–New York route, was declared a success and was watched on live TV, and by crowds on the ground at both locations.
The first flight 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 revenue flight, as all the passengers were BA employees.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 passengers were welcomed by then mayor Rudy Giuliani.. This aircraft flew for 22,296 hours between its first flight in 1976 and its final flight in 2000. On 10 April 2003, Air France and British Airways simultaneously announced that they would retire Concorde later that year and Concorde made its last commercial flight on 24 October 2003. Citing low passenger numbers following the 25 July 2000 crash, the slump in air travel following 11 September 2001, and rising maintenance costs. Although Concorde was technologically advanced when introduced in the 1970s, 30 years later its analogue cockpit was dated. 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. By its retirement, it was the last aircraft in British Airways’ fleet that had a flight engineer; other aircraft, such as the modernised 747-400, had eliminated the role. On 11 April 2003, Virgin Atlantic founder Sir Richard Branson announced that the company was interested in purchasing British Airways’ Concorde fleet for their nominal original price of £1 (US$1.57 in April 2003) each. British Airways dismissed the idea, prompting Virgin to increase their offer to £1 million each. 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.In October 2003, Branson wrote in The Economist that his final offer was “over £5 million” and that he had intended to operate the fleet “for many years to come”.
The chances for keeping Concorde in service were stifled by Airbus’s lack of support for continued maintenance. It has also 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 profit carrying first class passengers subsonically it has been suggested that the Air France retirement of its Concorde fleet was the result of a conspiracy between Air France Chairman Jean-Cyril Spinetta and Airbus CEO Noel Forgeard, and stemmed as much from a fear of being found criminally liable under French law for future Concorde accidents as from simple economics. In addition A lack of commitment to Concorde from Director of Engineering Alan MacDonald was cited as having undermined BA’s resolve to continue operating Concorde.