News Item: The Concorde SST (Flightlevel 350.com)

The Aerospatiale-BAC Concorde supersonic transport (SST) was one of only two models of supersonic passenger airliners to have seen commercial service.

The Aerospatiale-BAC Concorde supersonic transport (SST) was one of only two models of supersonic passenger airliners to have seen commercial service.

The Aerospatiale-BAC Concorde supersonic transport (SST) was one of only two models of supersonic passenger airliners to have seen commercial service.

The Aerospatiale-BAC Concorde supersonic transport (SST) was one of only two models of supersonic passenger airliners to have seen commercial service.

Concorde had a cruise speed of mach 2.04 and a cruise altitude of 60,000 feet (17,700 metres) with a delta wing configuration and an evolution of the afterburner equipped engines originally developed for the Avro Vulcan strategic bomber.

Concorde had a cruise speed of mach 2.04 and a cruise altitude of 60,000 feet (17,700 metres) with a delta wing configuration and an evolution of the afterburner equipped engines originally developed for the Avro Vulcan strategic bomber.

Concorde had a cruise speed of mach 2.04 and a cruise altitude of 60,000 feet (17,700 metres) with a delta wing configuration and an evolution of the afterburner equipped engines originally developed for the Avro Vulcan strategic bomber.

Concorde had a cruise speed of mach 2.04 and a cruise altitude of 60,000 feet (17,700 metres) with a delta wing configuration and an evolution of the afterburner equipped engines originally developed for the Avro Vulcan strategic bomber.

Concorde had a cruise speed of mach 2.04 and a cruise altitude of 60,000 feet (17,700 metres) with a delta wing configuration and an evolution of the afterburner equipped engines originally developed for the Avro Vulcan strategic bomber.

Concorde had a cruise speed of mach 2.04 and a cruise altitude of 60,000 feet (17,700 metres) with a delta wing configuration and an evolution of the afterburner equipped engines originally developed for the Avro Vulcan strategic bomber.

Concorde had a cruise speed of mach 2.04 and a cruise altitude of 60,000 feet (17,700 metres) with a delta wing configuration and an evolution of the afterburner equipped engines originally developed for the Avro Vulcan strategic bomber.

Concorde had a cruise speed of mach 2.04 and a cruise altitude of 60,000 feet (17,700 metres) with a delta wing configuration and an evolution of the afterburner equipped engines originally developed for the Avro Vulcan strategic bomber.

It is the first civil airliner to be equipped with an analogue fly-by-wire flight control system.

It is the first civil airliner to be equipped with an analogue fly-by-wire flight control system.

It is the first civil airliner to be equipped with an analogue fly-by-wire flight control system.

Commercial flights, operated by British Airways and Air France, began on January 21, 1976, and ended on October 24, 2003, with the last "retirement" flight on November 26, that year.

Commercial flights, operated by British Airways and Air France, began on January 21, 1976, and ended on October 24, 2003, with the last "retirement" flight on November 26, that year.

In the late 1950s the British, French, Americans, and Soviets were all interested in developing a supersonic transport.

Britain's Bristol Aeroplane Company and France's Sud Aviation were both working on designs called the Type 233 and Super-Caravelle, respectively.

Britain's Bristol Aeroplane Company and France's Sud Aviation were both working on designs called the Type 233 and Super-Caravelle, respectively.

Britain's Bristol Aeroplane Company and France's Sud Aviation were both working on designs called the Type 233 and Super-Caravelle, respectively.

Both were largely funded by their respective governments as a way of gaining some foothold in the aircraft market that was, until then, dominated by the United States.

Both were largely funded by their respective governments as a way of gaining some foothold in the aircraft market that was, until then, dominated by the United States.

Both were largely funded by their respective governments as a way of gaining some foothold in the aircraft market that was, until then, dominated by the United States.

Both were largely funded by their respective governments as a way of gaining some foothold in the aircraft market that was, until then, dominated by the United States.

Both designs were ready to start prototype construction in the early 1960s, but the cost was so great that the companies (and governments) decided to join forces.

Both designs were ready to start prototype construction in the early 1960s, but the cost was so great that the companies (and governments) decided to join forces.

The development project was negotiated as an international treaty between Britain and France rather than a commercial agreement between companies.

The development project was negotiated as an international treaty between Britain and France rather than a commercial agreement between companies.

The development project was negotiated as an international treaty between Britain and France rather than a commercial agreement between companies.

The development project was negotiated as an international treaty between Britain and France rather than a commercial agreement between companies.

The development project was negotiated as an international treaty between Britain and France rather than a commercial agreement between companies.

This included a clause, originally asked for by Britain, on penalties for cancellation.

This included a clause, originally asked for by Britain, on penalties for cancellation.

This included a clause, originally asked for by Britain, on penalties for cancellation.

It turned out that Britain was the country that actually tried to get out.

A draft treaty was signed on November 28, 1962.

By this time both companies had been merged into new ones and the Concorde project was thus a part of the British Aircraft Corporation and Aerospatiale.

By this time both companies had been merged into new ones and the Concorde project was thus a part of the British Aircraft Corporation and Aerospatiale.

The consortium secured orders for over 100 new airliners from the leading airlines of the time.

The consortium secured orders for over 100 new airliners from the leading airlines of the time.

Pan Am, BOAC, and Air France were the launch customers with six Concordes each.

Pan Am, BOAC, and Air France were the launch customers with six Concordes each.

Pan Am, BOAC, and Air France were the launch customers with six Concordes each.

The aircraft was initially referred to in Britain as "Concord".

The aircraft was initially referred to in Britain as "Concord".

In 1967 the British Government announced that it would change the spelling to "Concorde" to match the French.

This created an uproar but it died down after a government minister stated that the suffixed "e" was for excellence.

This created an uproar but it died down after a government minister stated that the suffixed "e" was for excellence.

This created an uproar but it died down after a government minister stated that the suffixed "e" was for excellence.

This created an uproar but it died down after a government minister stated that the suffixed "e" was for excellence.

As the flight program of the first development aircraft progressed, 001 started off on a sales and demonstration tour beginning on September 4, 1971.

As the flight program of the first development aircraft progressed, 001 started off on a sales and demonstration tour beginning on September 4, 1971.

As the flight program of the first development aircraft progressed, 001 started off on a sales and demonstration tour beginning on September 4, 1971.

As the flight program of the first development aircraft progressed, 001 started off on a sales and demonstration tour beginning on September 4, 1971.

Concorde 002 made the first visit to the United States in 1973, landing at the new Dallas/Fort Worth International Airport to commemorate its opening.

These trips led to an influx of orders for over 70 aircraft.

However, a combination of factors caused a sudden cascade of order cancellations, including the 1970s oil crisis, acute financial difficulties of the partner airlines, a spectacular crash of the competing Soviet Tupolev Tu-144, and environmental issues such as sonic boom noise and pollution.

However, a combination of factors caused a sudden cascade of order cancellations, including the 1970s oil crisis, acute financial difficulties of the partner airlines, a spectacular crash of the competing Soviet Tupolev Tu-144, and environmental issues such as sonic boom noise and pollution.

However, a combination of factors caused a sudden cascade of order cancellations, including the 1970s oil crisis, acute financial difficulties of the partner airlines, a spectacular crash of the competing Soviet Tupolev Tu-144, and environmental issues such as sonic boom noise and pollution.

However, a combination of factors caused a sudden cascade of order cancellations, including the 1970s oil crisis, acute financial difficulties of the partner airlines, a spectacular crash of the competing Soviet Tupolev Tu-144, and environmental issues such as sonic boom noise and pollution.

However, a combination of factors caused a sudden cascade of order cancellations, including the 1970s oil crisis, acute financial difficulties of the partner airlines, a spectacular crash of the competing Soviet Tupolev Tu-144, and environmental issues such as sonic boom noise and pollution.

However, a combination of factors caused a sudden cascade of order cancellations, including the 1970s oil crisis, acute financial difficulties of the partner airlines, a spectacular crash of the competing Soviet Tupolev Tu-144, and environmental issues such as sonic boom noise and pollution.

However, a combination of factors caused a sudden cascade of order cancellations, including the 1970s oil crisis, acute financial difficulties of the partner airlines, a spectacular crash of the competing Soviet Tupolev Tu-144, and environmental issues such as sonic boom noise and pollution.

However, a combination of factors caused a sudden cascade of order cancellations, including the 1970s oil crisis, acute financial difficulties of the partner airlines, a spectacular crash of the competing Soviet Tupolev Tu-144, and environmental issues such as sonic boom noise and pollution.

However, a combination of factors caused a sudden cascade of order cancellations, including the 1970s oil crisis, acute financial difficulties of the partner airlines, a spectacular crash of the competing Soviet Tupolev Tu-144, and environmental issues such as sonic boom noise and pollution.

However, a combination of factors caused a sudden cascade of order cancellations, including the 1970s oil crisis, acute financial difficulties of the partner airlines, a spectacular crash of the competing Soviet Tupolev Tu-144, and environmental issues such as sonic boom noise and pollution.

However, a combination of factors caused a sudden cascade of order cancellations, including the 1970s oil crisis, acute financial difficulties of the partner airlines, a spectacular crash of the competing Soviet Tupolev Tu-144, and environmental issues such as sonic boom noise and pollution.

However, a combination of factors caused a sudden cascade of order cancellations, including the 1970s oil crisis, acute financial difficulties of the partner airlines, a spectacular crash of the competing Soviet Tupolev Tu-144, and environmental issues such as sonic boom noise and pollution.

However, a combination of factors caused a sudden cascade of order cancellations, including the 1970s oil crisis, acute financial difficulties of the partner airlines, a spectacular crash of the competing Soviet Tupolev Tu-144, and environmental issues such as sonic boom noise and pollution.

However, a combination of factors caused a sudden cascade of order cancellations, including the 1970s oil crisis, acute financial difficulties of the partner airlines, a spectacular crash of the competing Soviet Tupolev Tu-144, and environmental issues such as sonic boom noise and pollution.

The aircraft and parts were later sold to them for the nominal price of one British pound apiece.

The United States had cancelled its supersonic (SST) program in 1971.

Two designs had originally been submitted; the Lockheed L-2000, looking like a scaled-up Concorde, lost out to the Boeing 2707 which originally had been intended to be faster, carry 300 passengers, and feature a swing-wing design.

Two designs had originally been submitted; the Lockheed L-2000, looking like a scaled-up Concorde, lost out to the Boeing 2707 which originally had been intended to be faster, carry 300 passengers, and feature a swing-wing design.

Two designs had originally been submitted; the Lockheed L-2000, looking like a scaled-up Concorde, lost out to the Boeing 2707 which originally had been intended to be faster, carry 300 passengers, and feature a swing-wing design.

Two designs had originally been submitted; the Lockheed L-2000, looking like a scaled-up Concorde, lost out to the Boeing 2707 which originally had been intended to be faster, carry 300 passengers, and feature a swing-wing design.

It was suggested in France and the United Kingdom that part of the American opposition to Concorde on grounds of noise pollution was in fact orchestrated or at least encouraged by the United States Government out of spite at not being able to propose a viable competitor.

It was suggested in France and the United Kingdom that part of the American opposition to Concorde on grounds of noise pollution was in fact orchestrated or at least encouraged by the United States Government out of spite at not being able to propose a viable competitor.

It was suggested in France and the United Kingdom that part of the American opposition to Concorde on grounds of noise pollution was in fact orchestrated or at least encouraged by the United States Government out of spite at not being able to propose a viable competitor.

It was suggested in France and the United Kingdom that part of the American opposition to Concorde on grounds of noise pollution was in fact orchestrated or at least encouraged by the United States Government out of spite at not being able to propose a viable competitor.

It was suggested in France and the United Kingdom that part of the American opposition to Concorde on grounds of noise pollution was in fact orchestrated or at least encouraged by the United States Government out of spite at not being able to propose a viable competitor.

It was suggested in France and the United Kingdom that part of the American opposition to Concorde on grounds of noise pollution was in fact orchestrated or at least encouraged by the United States Government out of spite at not being able to propose a viable competitor.

It was suggested in France and the United Kingdom that part of the American opposition to Concorde on grounds of noise pollution was in fact orchestrated or at least encouraged by the United States Government out of spite at not being able to propose a viable competitor.

It was suggested in France and the United Kingdom that part of the American opposition to Concorde on grounds of noise pollution was in fact orchestrated or at least encouraged by the United States Government out of spite at not being able to propose a viable competitor.

Both European airlines operated demonstration and test flights to various destinations from 1974, onwards.

The testing of Concorde set records which are still not surpassed; it undertook 5,335 flight hours in the prototype, preproduction, and first production aircraft alone.

The testing of Concorde set records which are still not surpassed; it undertook 5,335 flight hours in the prototype, preproduction, and first production aircraft alone.

The testing of Concorde set records which are still not surpassed; it undertook 5,335 flight hours in the prototype, preproduction, and first production aircraft alone.

This equates to approximately four times as many as for similarly sized subsonic commercial aircraft.

This equates to approximately four times as many as for similarly sized subsonic commercial aircraft.

Technological features

Many features common in the early 21st century airliners were first used in Concorde.

For speed optimization: double-delta (ogive) shaped wings afterburning Roll-Royce/Snecma Olympus turbojets with supercruise capability thrust-by-wire engines, ancestor of today's FADEC controlled engines droop-nose section for good landing visibility

For speed optimization: double-delta (ogive) shaped wings afterburning Roll-Royce/Snecma Olympus turbojets with supercruise capability thrust-by-wire engines, ancestor of today's FADEC controlled engines droop-nose section for good landing visibility

For speed optimization: double-delta (ogive) shaped wings afterburning Roll-Royce/Snecma Olympus turbojets with supercruise capability thrust-by-wire engines, ancestor of today's FADEC controlled engines droop-nose section for good landing visibility

For speed optimization: double-delta (ogive) shaped wings afterburning Roll-Royce/Snecma Olympus turbojets with supercruise capability thrust-by-wire engines, ancestor of today's FADEC controlled engines droop-nose section for good landing visibility

For speed optimization: double-delta (ogive) shaped wings afterburning Roll-Royce/Snecma Olympus turbojets with supercruise capability thrust-by-wire engines, ancestor of today's FADEC controlled engines droop-nose section for good landing visibility

For speed optimization: double-delta (ogive) shaped wings afterburning Roll-Royce/Snecma Olympus turbojets with supercruise capability thrust-by-wire engines, ancestor of today's FADEC controlled engines droop-nose section for good landing visibility

For weight saving and enhanced performance:

For weight saving and enhanced performance:

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Mach 2.04 'sweet spot' for optimum fuel consumption (supersonic drag minimum, while jet engines are more efficient at high speed) mostly aluminium construction for low weight and relatively conventional build full-regime autopilot and autothrottle allowing "hands off" control of the aircraft from climb out to landing fully electrically-controlled, analog fly-by-wire flight controls systems multifunction flight control surfaces high-pressure hydraulic system of 28 MPa (4,000 lbf/in) for lighter h

Experience in making Concorde later became the basis of the Airbus consortium and many of these features are now standard equipment in Airbus airliners.

Experience in making Concorde later became the basis of the Airbus consortium and many of these features are now standard equipment in Airbus airliners.

Experience in making Concorde later became the basis of the Airbus consortium and many of these features are now standard equipment in Airbus airliners.

Experience in making Concorde later became the basis of the Airbus consortium and many of these features are now standard equipment in Airbus airliners.

Snecma Moteurs, for example, got its first entry into civil engines here.

Snecma Moteurs, for example, got its first entry into civil engines here.

Experience with Concorde opened the way for it to establish CFM International, with GE producing the successful CFM International 56 series engines.

Experience with Concorde opened the way for it to establish CFM International, with GE producing the successful CFM International 56 series engines.

Experience with Concorde opened the way for it to establish CFM International, with GE producing the successful CFM International 56 series engines.

The primary partners, BAC, later to become BAE Systems, and Aerospatiale, later to become EADS, are the joint owners of Concorde's type certificate.

The primary partners, BAC, later to become BAE Systems, and Aerospatiale, later to become EADS, are the joint owners of Concorde's type certificate.

Responsibility for the Type Certificate transferred to Airbus with formation of Airbus SAS.

Responsibility for the Type Certificate transferred to Airbus with formation of Airbus SAS.

Scheduled flights

Scheduled flights started on January 21, 1976, on the London-Bahrain and Paris-Rio routes.

Congress had just banned Concorde landings in the US mainly due to citizen protest over sonic booms, preventing launch on the coveted transatlantic routes.

Congress had just banned Concorde landings in the US mainly due to citizen protest over sonic booms, preventing launch on the coveted transatlantic routes.

Congress had just banned Concorde landings in the US mainly due to citizen protest over sonic booms, preventing launch on the coveted transatlantic routes.

Congress had just banned Concorde landings in the US mainly due to citizen protest over sonic booms, preventing launch on the coveted transatlantic routes.

Congress had just banned Concorde landings in the US mainly due to citizen protest over sonic booms, preventing launch on the coveted transatlantic routes.

Congress had just banned Concorde landings in the US mainly due to citizen protest over sonic booms, preventing launch on the coveted transatlantic routes.

Finally, in late 1977, the noise concerns of New York residents gave way to the advantages of Concorde traffic and scheduled service from Paris and London to New York's John F. Kennedy airport started on November 22, 1977.

Finally, in late 1977, the noise concerns of New York residents gave way to the advantages of Concorde traffic and scheduled service from Paris and London to New York's John F. Kennedy airport started on November 22, 1977.

Finally, in late 1977, the noise concerns of New York residents gave way to the advantages of Concorde traffic and scheduled service from Paris and London to New York's John F. Kennedy airport started on November 22, 1977.

Finally, in late 1977, the noise concerns of New York residents gave way to the advantages of Concorde traffic and scheduled service from Paris and London to New York's John F. Kennedy airport started on November 22, 1977.

Flights operated by BA were coded 'Speedbird 1' through 'Speedbird 4'.

The average flight time on the transatlantic routes was just under 3.5 hours.

Additionally, Concorde flew to Barbados's Grantley Adams International Airport during the winter holiday season and, occasionally, to charter destinations such as Rovaniemi, Finland.

Additionally, Concorde flew to Barbados's Grantley Adams International Airport during the winter holiday season and, occasionally, to charter destinations such as Rovaniemi, Finland.

Additionally, Concorde flew to Barbados's Grantley Adams International Airport during the winter holiday season and, occasionally, to charter destinations such as Rovaniemi, Finland.

On November 1, 1986, a chartered Concorde circumnavigated the world in 31 hours and 51 minutes.

For a brief period in 1977, and again from 1979 to 1980, British Airways and Singapore Airlines used a shared Concorde for flights between Bahrain and Singapore Changi Airport.

For a brief period in 1977, and again from 1979 to 1980, British Airways and Singapore Airlines used a shared Concorde for flights between Bahrain and Singapore Changi Airport.

The service was discontinued after three months because of noise complaints from the Malaysian government: it could only be reinstated when a new route, bypassing Malaysian airspace, was designed.

The service was discontinued after three months because of noise complaints from the Malaysian government: it could only be reinstated when a new route, bypassing Malaysian airspace, was designed.

However, an ongoing dispute with India prevented the Concorde from reaching supersonic speeds in Indian airspace, so the route was eventually declared not viable.

However, an ongoing dispute with India prevented the Concorde from reaching supersonic speeds in Indian airspace, so the route was eventually declared not viable.

However, an ongoing dispute with India prevented the Concorde from reaching supersonic speeds in Indian airspace, so the route was eventually declared not viable.

However, an ongoing dispute with India prevented the Concorde from reaching supersonic speeds in Indian airspace, so the route was eventually declared not viable.

From 1979, to 1980, Braniff International leased two Concordes, one from both British Airways and Air France.

The aircraft were registered in both the United States and their home countries.

For legal reasons a sticker would cover up each aircraft's European registration while it was being operated by Braniff.

For legal reasons a sticker would cover up each aircraft's European registration while it was being operated by Braniff.

On DFW-JFK flights the Concordes had Braniff flight crews, although they maintained their native airline livery.

On DFW-JFK flights the Concordes had Braniff flight crews, although they maintained their native airline livery.

On DFW-JFK flights the Concordes had Braniff flight crews, although they maintained their native airline livery.

However the flights were not profitable for Braniff and were usually less than 25% booked which forced Braniff to end its term as the only U.S.

Compared to other commercial airliners, Concorde provided an unusual passenger experience.

Compared to other commercial airliners, Concorde provided an unusual passenger experience.

Despite being a luxury class, most passengers were surprised to find how cramped the cabin was.

Despite being a luxury class, most passengers were surprised to find how cramped the cabin was.

Headroom in the central aisle was barely six feet (1.8 m), and the leather seats were unusually narrow with legroom comparable to coach class on other planes.

Headroom in the central aisle was barely six feet (1.8 m), and the leather seats were unusually narrow with legroom comparable to coach class on other planes.

Headroom in the central aisle was barely six feet (1.8 m), and the leather seats were unusually narrow with legroom comparable to coach class on other planes.

In the 1990s many features which were common in the first class and business class cabins of a long haul Boeing 747 flight such as video entertainment, rotating or reclining seats, perambulatory areas, were completely absent from Concorde.

In the 1990s many features which were common in the first class and business class cabins of a long haul Boeing 747 flight such as video entertainment, rotating or reclining seats, perambulatory areas, were completely absent from Concorde.

In the 1990s many features which were common in the first class and business class cabins of a long haul Boeing 747 flight such as video entertainment, rotating or reclining seats, perambulatory areas, were completely absent from Concorde.

In the 1990s many features which were common in the first class and business class cabins of a long haul Boeing 747 flight such as video entertainment, rotating or reclining seats, perambulatory areas, were completely absent from Concorde.

In the 1990s many features which were common in the first class and business class cabins of a long haul Boeing 747 flight such as video entertainment, rotating or reclining seats, perambulatory areas, were completely absent from Concorde.

In the 1990s many features which were common in the first class and business class cabins of a long haul Boeing 747 flight such as video entertainment, rotating or reclining seats, perambulatory areas, were completely absent from Concorde.

The only video entertainment was a plasma display at the front of the cabin showing either the altitude, the air temperature or current speed in mach number.

The only video entertainment was a plasma display at the front of the cabin showing either the altitude, the air temperature or current speed in mach number.

The only video entertainment was a plasma display at the front of the cabin showing either the altitude, the air temperature or current speed in mach number.

The only video entertainment was a plasma display at the front of the cabin showing either the altitude, the air temperature or current speed in mach number.

With no room for overhead storage, even carry on luggage was severely restricted.

With no room for overhead storage, even carry on luggage was severely restricted.

The ratio of cabin crew and lavatories per passenger was also considerably lower than typical for a first class cabin.

The ratio of cabin crew and lavatories per passenger was also considerably lower than typical for a first class cabin.

These privations were offset by the much shorter flight time (typically three and a half hours to New York from London), making the Concorde attractive to business executives.

These privations were offset by the much shorter flight time (typically three and a half hours to New York from London), making the Concorde attractive to business executives.

These privations were offset by the much shorter flight time (typically three and a half hours to New York from London), making the Concorde attractive to business executives.

These privations were offset by the much shorter flight time (typically three and a half hours to New York from London), making the Concorde attractive to business executives.

Orders for drinks or other needs were met instantly and served with a flourish.

Meals were served using specially designed compact Wedgwood crockery with short silver cutlery.

The unique experience of passing through the sound barrier was less dramatic than would be expected.

The unique experience of passing through the sound barrier was less dramatic than would be expected.

The unique experience of passing through the sound barrier was less dramatic than would be expected.

The moment would be announced by one of the pilots, and could be seen on the cabin display, otherwise the slight surge in acceleration could easily be missed.

The moment would be announced by one of the pilots, and could be seen on the cabin display, otherwise the slight surge in acceleration could easily be missed.

The moment would be announced by one of the pilots, and could be seen on the cabin display, otherwise the slight surge in acceleration could easily be missed.

The moment would be announced by one of the pilots, and could be seen on the cabin display, otherwise the slight surge in acceleration could easily be missed.

At twice the normal cruising altitude, turbulence was rare and the view from t he windows clearly showed the curvature of the Earth.

At twice the normal cruising altitude, turbulence was rare and the view from t he windows clearly showed the curvature of the Earth.

During the supersonic cruise, although the outside air temperature was typically -60 C, air friction would heat the external skin at the front of the plane to around +120 C making the windows warm to the touch and producing a noticeable temperature gradient along the length of the cabin.

During the supersonic cruise, although the outside air temperature was typically -60 C, air friction would heat the external skin at the front of the plane to around +120 C making the windows warm to the touch and producing a noticeable temperature gradient along the length of the cabin.

During the supersonic cruise, although the outside air temperature was typically -60 C, air friction would heat the external skin at the front of the plane to around +120 C making the windows warm to the touch and producing a noticeable temperature gradient along the length of the cabin.

During the supersonic cruise, although the outside air temperature was typically -60 C, air friction would heat the external skin at the front of the plane to around +120 C making the windows warm to the touch and producing a noticeable temperature gradient along the length of the cabin.

During the supersonic cruise, although the outside air temperature was typically -60 C, air friction would heat the external skin at the front of the plane to around +120 C making the windows warm to the touch and producing a noticeable temperature gradient along the length of the cabin.

On certain early evening transatlantic flights departing from Heathrow or Paris, it was possible to take off at night and catch up with the sun from the cockpit you could see the sun rise in the west.

On certain early evening transatlantic flights departing from Heathrow or Paris, it was possible to take off at night and catch up with the sun from the cockpit you could see the sun rise in the west.

The Concorde was the safest airliner in the world according to passenger deaths per distance travelled until the 25 July 2000 crash of Air France Flight 4590 in Gonesse, France, although it should be noted that the Boeing 737 fleet acquires more passenger miles and service hours in one week than the Concorde fleet acquired in the course of its entire service career.

The Concorde was the safest airliner in the world according to passenger deaths per distance travelled until the 25 July 2000 crash of Air France Flight 4590 in Gonesse, France, although it should be noted that the Boeing 737 fleet acquires more passenger miles and service hours in one week than the Concorde fleet acquired in the course of its entire service career.

The Concorde was the safest airliner in the world according to passenger deaths per distance travelled until the 25 July 2000 crash of Air France Flight 4590 in Gonesse, France, although it should be noted that the Boeing 737 fleet acquires more passenger miles and service hours in one week than the Concorde fleet acquired in the course of its entire service career.

The Concorde was the safest airliner in the world according to passenger deaths per distance travelled until the 25 July 2000 crash of Air France Flight 4590 in Gonesse, France, although it should be noted that the Boeing 737 fleet acquires more passenger miles and service hours in one week than the Concorde fleet acquired in the course of its entire service career.

The Concorde was the safest airliner in the world according to passenger deaths per distance travelled until the 25 July 2000 crash of Air France Flight 4590 in Gonesse, France, although it should be noted that the Boeing 737 fleet acquires more passenger miles and service hours in one week than the Concorde fleet acquired in the course of its entire service career.

In any case, all of the people on board the flight perished, as well as four people on the ground.

As the plane was on its take-off run, a metal piece punctured the tires which then burst, puncturing the fuel tanks and leading to the loss of the aircraft.

As the plane was on its take-off run, a metal piece punctured the tires which then burst, puncturing the fuel tanks and leading to the loss of the aircraft.

The report of the investigation was published on 14 December 2004, attributing the crash to foreign object damage from a titanium strip that fell from another aircraft, a Continental Airlines DC-10 which had taken off four minutes before; the piece had not been approved by the US Federal Aviation Administration.

The report of the investigation was published on 14 December 2004, attributing the crash to foreign object damage from a titanium strip that fell from another aircraft, a Continental Airlines DC-10 which had taken off four minutes before; the piece had not been approved by the US Federal Aviation Administration.

The report of the investigation was published on 14 December 2004, attributing the crash to foreign object damage from a titanium strip that fell from another aircraft, a Continental Airlines DC-10 which had taken off four minutes before; the piece had not been approved by the US Federal Aviation Administration.

The report of the investigation was published on 14 December 2004, attributing the crash to foreign object damage from a titanium strip that fell from another aircraft, a Continental Airlines DC-10 which had taken off four minutes before; the piece had not been approved by the US Federal Aviation Administration.

The report of the investigation was published on 14 December 2004, attributing the crash to foreign object damage from a titanium strip that fell from another aircraft, a Continental Airlines DC-10 which had taken off four minutes before; the piece had not been approved by the US Federal Aviation Administration.

The report of the investigation was published on 14 December 2004, attributing the crash to foreign object damage from a titanium strip that fell from another aircraft, a Continental Airlines DC-10 which had taken off four minutes before; the piece had not been approved by the US Federal Aviation Administration.

The report of the investigation was published on 14 December 2004, attributing the crash to foreign object damage from a titanium strip that fell from another aircraft, a Continental Airlines DC-10 which had taken off four minutes before; the piece had not been approved by the US Federal Aviation Administration.

The report of the investigation was published on 14 December 2004, attributing the crash to foreign object damage from a titanium strip that fell from another aircraft, a Continental Airlines DC-10 which had taken off four minutes before; the piece had not been approved by the US Federal Aviation Administration.

The report of the investigation was published on 14 December 2004, attributing the crash to foreign object damage from a titanium strip that fell from another aircraft, a Continental Airlines DC-10 which had taken off four minutes before; the piece had not been approved by the US Federal Aviation Administration.

The report of the investigation was published on 14 December 2004, attributing the crash to foreign object damage from a titanium strip that fell from another aircraft, a Continental Airlines DC-10 which had taken off four minutes before; the piece had not been approved by the US Federal Aviation Administration.

However, there was skepticism about this report which solely blamed the strip for the accident.

However, there was skepticism about this report which solely blamed the strip for the accident.

However, there was skepticism about this report which solely blamed the strip for the accident.

However, there was skepticism about this report which solely blamed the strip for the accident.

The French government have been extremely reluctant to share information during the investigation, implying a cover up.

The French government have been extremely reluctant to share information during the investigation, implying a cover up.

The French government have been extremely reluctant to share information during the investigation, implying a cover up.

The British and former French Concorde pilots looked at several other possibilities that the report ignored, including an unbalanced weight distribution in the fuel tanks and loose landing gear, which hinted at the Concorde veering off course on the runway, reducing take-off speed below the crucial minimum.

The British and former French Concorde pilots looked at several other possibilities that the report ignored, including an unbalanced weight distribution in the fuel tanks and loose landing gear, which hinted at the Concorde veering off course on the runway, reducing take-off speed below the crucial minimum.

The British and former French Concorde pilots looked at several other possibilities that the report ignored, including an unbalanced weight distribution in the fuel tanks and loose landing gear, which hinted at the Concorde veering off course on the runway, reducing take-off speed below the crucial minimum.

The British and former French Concorde pilots looked at several other possibilities that the report ignored, including an unbalanced weight distribution in the fuel tanks and loose landing gear, which hinted at the Concorde veering off course on the runway, reducing take-off speed below the crucial minimum.

The British and former French Concorde pilots looked at several other possibilities that the report ignored, including an unbalanced weight distribution in the fuel tanks and loose landing gear, which hinted at the Concorde veering off course on the runway, reducing take-off speed below the crucial minimum.

The British and former French Concorde pilots looked at several other possibilities that the report ignored, including an unbalanced weight distribution in the fuel tanks and loose landing gear, which hinted at the Concorde veering off course on the runway, reducing take-off speed below the crucial minimum.

The British and former French Concorde pilots looked at several other possibilities that the report ignored, including an unbalanced weight distribution in the fuel tanks and loose landing gear, which hinted at the Concorde veering off course on the runway, reducing take-off speed below the crucial minimum.

Some suspect that the cover up was an attempt to save the reputation of the Concorde, and to hide the fact that the Concorde had veered very close to a Boeing 747 carrying French President Jacques Chirac.

Some suspect that the cover up was an attempt to save the reputation of the Concorde, and to hide the fact that the Concorde had veered very close to a Boeing 747 carrying French President Jacques Chirac.

Some suspect that the cover up was an attempt to save the reputation of the Concorde, and to hide the fact that the Concorde had veered very close to a Boeing 747 carrying French President Jacques Chirac.

Nonetheless, the crash of the Concorde was the beginning of the end of its career, regardless of the reason for the accident.

Nonetheless, the crash of the Concorde was the beginning of the end of its career, regardless of the reason for the accident.

The accident would make way for modifications to be made to Concorde.

After safety updates on sufficient aircraft, including more secure electrical controls, Kevlar lining to the fuel tanks, and specially developed, burst-resistant tires, both routes were re-opened on November 7, 2001.

The new-style tires would be yet another contribution from the Concorde programme to future aircraft development.

The new-style tires would be yet another contribution from the Concorde programme to future aircraft development.

The new-style tires would be yet another contribution from the Concorde programme to future aircraft development.

Withdrawal from service

The first test-flight of the newly-improved Concorde flew from England to the mid-Atlantic and back in preparation for a return to full scheduled service that week.

The first test-flight of the newly-improved Concorde flew from England to the mid-Atlantic and back in preparation for a return to full scheduled service that week.

The flight took place on September 11, 2001, and was in the air when the attacks on the World Trade Center were taking place.

On April 10, 2003 British Airways and Air France simultaneously announced That they would retire the Concorde later that year.

On April 10, 2003 British Airways and Air France simultaneously announced That they would retire the Concorde later that year.

They cited low passenger numbers following the July 25, 2000 crash, the slump in air travel following 9/11, and rising maintenance costs.

They cited low passenger numbers following the July 25, 2000 crash, the slump in air travel following 9/11, and rising maintenance costs.

They cited low passenger numbers following the July 25, 2000 crash, the slump in air travel following 9/11, and rising maintenance costs.

Critically, many of the victims of the 9/11 attacks were business executives based within the World Trade Center buildings who were either regular Concorde customers themselves, or authorised others to travel on the aircraft.

Critically, many of the victims of the 9/11 attacks were business executives based within the World Trade Center buildings who were either regular Concorde customers themselves, or authorised others to travel on the aircraft.

That same day Sir Richard Branson offered to buy British Airways' Concordes at their original price of 1 million each for service with his Virgin Atlantic Airways, but was refused.

That same day Sir Richard Branson offered to buy British Airways' Concordes at their original price of 1 million each for service with his Virgin Atlantic Airways, but was refused.

He later wrote to The Economist (23 October 2003) that his final offer was "over 5 million" and that he had intended to operate the fleet "for many years to come".

Any hope of Concorde remaining in service was further thwarted by Airbus' unwillingness to provide maintenance support for the aging airframes.

Any hope of Concorde remaining in service was further thwarted by Airbus' unwillingness to provide maintenance support for the aging airframes.

Firetrucks sprayed the traditional arcs of water above the aircraft on the tarmac of John F. Kennedy airport.

The end of Air France's Concorde services was also marked by a charter around the Bay of Biscay.

An auction of Concorde parts and memorabilia for Air France was held at Christie's in Paris, on November 15, 2003.

An auction of Concorde parts and memorabilia for Air France was held at Christie's in Paris, on November 15, 2003.

One thousand three hundred people attended, and several lots exceeded their predicted values by ten or more times.

One thousand three hundred people attended, and several lots exceeded their predicted values by ten or more times.

One thousand three hundred people attended, and several lots exceeded their predicted values by ten or more times.

One thousand three hundred people attended, and several lots exceeded their predicted values by ten or more times.

BA's last Concorde departure from the Grantley Adams International Airport in Barbados was on August 30, 2003.

BA's last Concorde departure from the Grantley Adams International Airport in Barbados was on August 30, 2003.

Over 650 competition winners and 350 special guests were carried.

On the evening of October 23, 2003, the Queen consented to the illumination of Windsor Castle, as Concorde's last ever west-bound commercial flight departed London, and flew overhead.

On the evening of October 23, 2003, the Queen consented to the illumination of Windsor Castle, as Concorde's last ever west-bound commercial flight departed London, and flew overhead.

This is an honour normally restricted to major state events and visiting dignitaries.

This is an honour normally restricted to major state events and visiting dignitaries.

This is an honour normally restricted to major state events and visiting dignitaries.

One Concorde left New York to a fanfare similar to its Air France predecessor's, while two more made round-trips, one over the Bay of Biscay, carrying VIP guests including many former Concorde pilots, and one to Edinburgh.

One Concorde left New York to a fanfare similar to its Air France predecessor's, while two more made round-trips, one over the Bay of Biscay, carrying VIP guests including many former Concorde pilots, and one to Edinburgh.

One Concorde left New York to a fanfare similar to its Air France predecessor's, while two more made round-trips, one over the Bay of Biscay, carrying VIP guests including many former Concorde pilots, and one to Edinburgh.

The three aircraft then circled over London, having received special permission to fly at low altitude, before landing in sequence at Heathrow.

The three aircraft then circled over London, having received special permission to fly at low altitude, before landing in sequence at Heathrow.

All three aircraft then spent 45 minutes taxiing around the airport before finally disembarking the last supersonic fare-paying passengers.

All three aircraft then spent 45 minutes taxiing around the airport before finally disembarking the last supersonic fare-paying passengers.