Aérospatiale-BAC Concorde supersonic transport (SST),
along with the Tupolev Tu-144, was one of only two models of
supersonic passenger airliners to have seen commercial service so
The last ever flight of any Concorde, 26th
November 2003. The aircraft (G-BOAF) is overflying Filton airfield at two
thousand feet to take a wide circle over the Bristol area before the final
landing on the Filton (Bristol) runway from which she first flew in 1979,
and from which the first British Concorde flew in 1969.
Concorde had a cruise speed of Mach 2.02 (around 2170 km/h or 1,350 mph) and
a maximum cruise altitude of 60,000 feet (18 300 metres) with a delta wing
configuration and a reheat-equipped evolution of the engines originally
developed for the Avro Vulcan strategic bomber. The engines were built by
Rolls-Royce. Concorde was 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 21 January 1976 and ended on 24 October
2003, with the last "retirement" flight on 26 November that year.
In the late 1950s the United Kingdom, France, United States and Soviet Union
were all considering developing 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. 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
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The designs were both 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.
This included a clause, originally asked for by Britain, on penalties for
cancellation (it turned out that Britain was the country that tried to get out
of it). A draft treaty was signed on 28 November 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. 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.
Airlines in the order book included: Panair do Brasil, Japan Airlines,
Lufthansa, American Airlines, United Airlines, Air Canada, Braniff, Iran Air,
Qantas, CAAC, Middle East Airlines and TWA.
The aircraft was initially referred to in Britain as "Concord". In 1967 the
British Government Minister for Technology, Tony Benn announced that it would
change the spelling to "Concorde" to match the French spelling, much to the
chagrin of Prime Minister Harold Wilson. This created a nationalistic uproar but
it died down when Benn stated that the suffixed "e" represented "Excellence,
England, Europe and Entente (Cordiale)". In his memoirs, he recounts a tale of a
letter from an irate Scotsman asking how the 'E' represents Scotland, given
Scotland's contribution of providing the nosecone for the aircraft. Benn replied
"E stands also for Ecosse", the French name for Scotland
Construction of the first two prototypes began in February 1965. Concorde 001
was built by Aerospatiale at Toulouse and Concorde 002 by BAC at Filton,
Bristol. Concorde 001 took off for the first test flight from Toulouse on 2
March 1969 and the first supersonic flight followed on 1 October. As the flight
programme of the first development aircraft progressed, 001 started off on a
sales and demonstration tour beginning on 4 September 1971. Concorde 002
followed suit in 2 June 1972 with a sales tour of the Middle and Far East.
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.
A group of French volunteer engineers is
keeping one of the youngest Concordes (F-BTSD) in near-airworthy
condition at the Le Bourget Air and Space Museum in Paris. In
February 2010, it was announced that they intend to restore F-BTSD's
engines so it can taxi.
Although only used for spares after being
retired from test flying and trials work in 1981, Concorde G-BBDG
was dismantled and transported by road from Filton then restored
from essentially a shell at the Brooklands Museum in Surrey.
On 29 May 2010, it was reported that a group
comprising the British Save Concorde Group and the French
Olympus 593 had begun work on inspecting the engines of a
Concorde at Le Bourget Air and Space Museum, with the intent to
restore the plane to be able to fly again in demonstrations and
air shows. Flying in the opening ceremony for the 2012 London
Olympics is also a goal.
These trips led to 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. Air France and British Airways ended up as the
only buyers. The governments continued to take a cut of any profits made, in the
case of BA 80% of the profit was kept by the government, whilst the cost of
buying the aircraft was covered by a loan offered by the government.
The United States had cancelled its supersonic transport (SST) program in
1971. Two designs had been submitted; the Lockheed L-2000, looking like a
scaled-up Concorde, lost out to the Boeing 2707, which had originally 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. However, other countries, such as Malaysia,
also ruled out Concorde supersonic overflights due to noise issues.
Both European airlines operated demonstrations and test flights 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. A total of 2,000 test hours were supersonic. This
equates to approximately four times as many as for similarly sized subsonic
Many features common in early 21st century airliners were first used in the
For high speed and optimization of flight:
Double-delta (ogee) shaped wings
Rolls-Royce/Snecma Olympus turbojet engines with reheat (afterburners) and
variable inlet ramps
Thrust-by-wire engines, ancestor of today's FADEC controlled engines
Droop-nose section for good landing visibility
For weight-saving and enhanced performance:
Mach 2.04 for optimum fuel consumption (supersonic drag minimum, whilst jet
engines are more efficient at high speed)
Mostly aluminium construction for low weight and relatively conventional
build (higher speeds would have ruled out aluminium)
Full-regime autopilot and auto throttle allowing "hands off" control of the
aircraft from climb out to landing
Fully electrically-controlled analogue fly-by-wire flight controls systems
Multifunction flight control surfaces
High-pressure hydraulic system of 28 MPa (4,000 lbf/in²) for lighter
hydraulic systems components
Fully electrically controlled analog brake-by-wire system
Pitch trim by shifting fuel around the fuselage for centre-of-gravity
Parts milled from single alloy billet reducing the part number count
Concorde's primary legacy is the experience gained in its design and
manufacture which later became the basis of the Airbus consortium. Snecma
Moteurs, for example, got its first entry into civil engines with Concorde,
which opened the way for it to establish the CFM International with GE and
produce the successful CFM International CFM56 series engines.
Although Concorde was a technological marvel when introduced into service in
the early 1970s, thirty years later its cockpit cluttered with analogue dials
and switches looked dated. With no competition, there was no commercial pressure
to upgrade Concorde with enhanced avionics or passenger comforts, as occurred
with other airliners of the same vintage (e.g. Boeing 747).
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
Main mechanical problems during design
Due to the high speeds at which Concorde travelled, large forces were applied
to the entire aircraft structure during banks and turns. This caused twisting
and the distortion of the aircraft's structure. This was resolved by the
neutralization of the outwards elevons. Only the innermost elevons which are
attached to the strongest area of the wings are active.
Movement of centre of pressure
When any aircraft passes through the sound barrier, the centre of pressure
shifts rearward. This causes a pitch down of the nose as the centre of gravity
remains in the same place. This could be countered by the use of trim. However
at such high speeds this would cause a dramatic increase in the drag of the
aircraft. Therefore the distribution of fuel along the aircraft is shifted
during acceleration and deceleration to move the centre of gravity, effectively
acting as trim. The engineers also designed the wings in a specific manner to
reduce this shift. However, there was still a shift of about 2 m.
Engine intake airspeed
All engines can only intake air at around Mach 0.5; the air therefore needs
to be slowed from Mach 2.0. This was done by a pair of ramps and an auxiliary
flap, whose location was moved during flight to slow the air down. The ramps
were at the top of the engine compartment and moved down, and the auxiliary flap
moved both up and down allowing air to flow in or out. During take off when the
engine's air demand was high, the ramps were flat at the top and the auxiliary
flap was in, allowing more air to enter the engine. As the aircraft approached
Mach 0.7 the flap closed; at Mach 1.3 the ramps came into effect, removing air
from the engines which was then used in the presurization of the cabin. At Mach
2.0 the ramps had covered half their total possible distance. They also helped
reduce the work done by the compressors as they not only compressed the air but
also increased the air temperature.
During an engine failure, the engine's air demand is virtually zero. This
caused large problems on conventional aircraft; not only has the aircraft lost
thrust on that side but the engine acts as a large source of drag causing the
aircraft to bank in the direction of the engine which has failed. This could
cause problems at supersonic speeds. This was countered with the opening of the
auxiliary flap and the full extension of the ramps giving a large down-force
applied by the engine pushing the wing up and countering the effect of the
Increased radiation exposure
Due to the high altitude which Concorde cruised at (about 60,000 ft),
passengers on board received twice as much radiation as those travelling on a
subsonic flight. However, due to the reduced flight time, the overall dosage was
less than a conventional flight. Unusual solar activity could lead to an
increase in radiation exposure, therefore there were two additional instruments
fitted on the flight deck, the radiometer and the rate of decrease in radiation.
If the radiation level was too high, Concorde would descend to below 47,000
feet, or until it reached a safe altitude. The rate of decrease indicator
indicated whether the aircraft needed to descend further decreasing the amount
of time the aircraft was at an unsafe altitude.
Scheduled flights started on 21 January 1976 on the London-Bahrain and
Paris-Rio routes. The U.S. Congress had just banned Concorde landings in the US,
mainly due to citizen protest over sonic booms, preventing launch on the coveted
When the US ban was lifted in February for over-water supersonic flight, New
York banned Concorde locally. Left with little choice on the destination, AF and
BA started transatlantic services to Washington, D.C. on 24 May. 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 22 November 1977. Flights operated by BA were
coded 'BA001' through 'BA004'. (It was noted in the noise report that Air Force
One, a Boeing 707, was in fact louder than Concorde at subsonic speeds and for
take off and landing.)
While commercial jets take 7 hours to fly from New York to Paris, the average
flight time on the transatlantic routes was just under 3.5 hours. Up to 2003,
Air France and British Airways continued to operate the New York services daily.
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 1 November 1986 a chartered Concorde circumnavigated
the world in 31 hours and 51 minutes.
For a brief period in 1977, and again from 1979 to 1981, British Airways and
Singapore Airlines used a shared Concorde for flights between Bahrain and
Singapore Paya Lebar Airport. The aircraft, G-BOAD, was painted in Singapore
Airways livery on the port side and British Airways livery on the starboard
side. 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. From September 1978
to November 1982 during the Mexican oil boom, Air France flew the Concorde twice
weekly to Mexico City's Benito Juárez International Airport via Washington D.C..
The economic crisis caused the cancellation of the route to Mexico City and the
last flights were almost empty. From time to time, the Concorde came back on
chartered flights with stops in Mexico City and Acapulco.
Between 1984 and 1991 British Airways flew a thrice weekly Concorde service
to London from Miami. This was accomplished subsonically by extending the Dulles
flight to Miami and returning the same way.
From 1978 to 1980 Braniff International Airways leased 10 Concordes , five
each from British Airways and Air France. These were used on subsonic flights
from Dallas-Fort Worth to IAD, feeding the routes of BA and AF to London and
Paris. 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. On DFW-IAD 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 50% booked, which forced Braniff to end its term as the only U.S.
Concorde operator in May of 1980.
Concorde provided an enhanced passenger experience compared to other subsonic
commercial airliners. British Airways and Air France configured the passenger
cabin as a single class with around 100 seats — four seats across with a central
aisle. Despite being a luxury class, some passengers were surprised to find the
cabin a little cramped. Headroom in the central aisle was barely six feet (1.8
m), and the leather seats were unusually narrow with legroom comparable to
economy class on large airliners.
In the 1990s 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 and perambulatory areas, were absent from Concorde. However the
flight time from London to New York of approximately 3.5 hrs more than made up
for the lack of those features. There was usually a plasma display at the front
of the cabin showing either the altitude, the air temperature or current speed
in Mach number. With almost no room for overhead storage, even carry-on luggage
was severely restricted.
To make up for these missing features, service on the Concorde was to be
"first class" in every sense of the word. Orders for drinks or other needs were
met instantly. Meals were served using specially designed compact Wedgwood
crockery with short silver cutlery.
Many have described the atmosphere aboard the aircraft as a party atmosphere,
with most of the passengers feeling excited to be travelling on a supersonic
aircraft. The experience of passing through the sound barrier was less dramatic
than might be expected. The moment would be announced by one of the pilots, and
accompanied by a slight surge in acceleration.
At twice the normal cruising altitude, turbulence was rare and the view from
the 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, and causing the plane to expand during flight in
length by up to thirty centimetres (twelve inches).
Most remarkably, Concorde was able to overtake the sun on routes where
subsonic airliners fell behind. 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, landing in daylight; from the cockpit the sun could be seen
rising from the horizon in the west.
On 25 July 2000 Air France Flight 4590, registration code: F-BTSC, crashed in
Gonesse, France, killing all 100 passengers and 9 crew on board the flight, as
well as four people on the ground.
The crash was caused by a titanium strip that fell from a Continental
Airlines DC-10 which had just taken off about four minutes earlier. This metal
fragment punctured the Concorde's tyres which then disintegrated, and a piece of
rubber hit the fuel tank and broke an electrical cable. As a result, fuel leaked
out which caught fire. The crew shut down engine number 1 in response to a fire
warning, and were unable to raise the gear. With engine number 2 surging and
producing little power, the aircraft was unable to gain height or speed, lost
control and crashed into a hotel.
Concorde had been the safest working passenger airliner in the world
according to passenger deaths per distance travelled, although 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 crash of
the Concorde was the beginning of the end of its career.
The accident resulted in a programme of modifications to Concorde, including
more secure electrical controls, Kevlar lining to the fuel tanks, and specially
developed, burst-resistant tyres.
Return to service
The first test-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, Concorde reached
Mach 2 and 60,000 ft, before returning to RAF Brize Norton. The test flight,
which was intended to resemble the London-New York route, was declared a success
and was watched on live TV, as well as by crowds on the ground at both
The first BA passenger flight took place on 11 September 2001, and was in the
air during the attacks on the World Trade Center. This was not a revenue flight,
as all the passengers were BA employees.
Normal commercial operations were resumed on 7 November 2001 by BA and AF
(aircraft G-BOAE and F-BTSD), with services to New York JFK, where passengers
were welcomed by the mayor, Rudy Giuliani.
Withdrawal from service
On 10 April 2003 British Airways and Air France simultaneously announced that
they would retire the Concorde later that year. They cited low passenger numbers
following the 25 July 2000 crash, the slump in air travel following 9/11 and
rising maintenance costs.
That same day Sir Richard Branson offered to buy British Airways' Concordes
at their 'original price of £1' for service with his Virgin Atlantic Airways.
Branson claimed this to be the same token price that British Airways had paid
the British Government, but BA denied this and refused the offer. However,
although the cost of buying the aircraft was £26 million each, the money for
buying the aircraft was loaned by the government - this loan was written off
when British Airways was privatised in 1987.
After posting large losses on their Concorde flights in the early 1980s,
British Airways paid a flat sum of £16.5 million in 1984 to the UK government to
buy their Concordes outright. After doing a market survey, and discovering that
their target customers thought that Concorde was more expensive than it actually
was, BA progressively raised prices to match. It seems extremely likely that BA
then ran Concorde at a handsome profit probably unlike their French
counterparts, although BA refused to open the accounts.
Branson 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 ageing
Air France made its final Concorde landing in the United States in New York
City from Paris on 30 May 2003. Firetrucks sprayed the traditional arcs of water
above the aircraft on the tarmac of John F. Kennedy airport. Concorde F-BTSD
operated the airline's final scheduled supersonic service, returning to Paris on
a misty May morning. The final passenger flight for the airline's SSTs was
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 15 November 2003. 1,300 people attended, and several
lots exceeded their predicted values by a factor of ten or more.
One French Concorde has been preserved for future flights for special
BA's last Concorde departure from the Grantley Adams International Airport in
Barbados was on 30 August 2003. G-BOAG visited Toronto Pearson International
Airport on 1 October 2003.
In a final week of farewell flights Concorde visited Birmingham on 20
October, Belfast on 21 October, Manchester on 22 October, Cardiff on 23 October,
and Edinburgh on 24 October. Each day the aircraft made a return flight out and
back into Heathrow to the cities concerned, often overflying those cities at low
altitude. Over 650 competition winners and 350 special guests were carried.
On the evening of 23 October 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.
British Airways retired its aircraft the next day, 24 October. 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 two round-trip Concordes landed at
4:01 and 4:03 p.m. BST, followed at 4:05 by the one from New York. All three
aircraft then spent 45 minutes taxiing around the airport before finally
disembarking the last supersonic fare-paying passengers. The pilot of the New
York to London flight was Mike Bannister.
Passengers on the final transatlantic flight included:
Poet Maya Angelou
Former US model Christie Brinkley
Ballerina Darcey Bussell
TV motoring correspondent Jeremy Clarkson
Joan Collins and her husband Percy Gibson.
Formula One chief Bernie Ecclestone
Sir David Frost
Stock Exchange chairman Chris Gibson-Smith
Actor Nigel Havers
Model Jodie Kidd
British Airways chairman Lord Marshall
Advertising mogul Lord Saatchi
Piers Morgan, then editor of the Daily Mirror
CNN anchor Richard Quest
The chairmen or chief executives of:
The London Stock Exchange
The Royal Bank of Scotland
A lucky traveller, who had booked a regular ticket over a year earlier.
The winner (and guest) of an eBay auction conducted by British Airways.
The two winners of an Australian television promotion.
Bonhams held an auction of British Airways' Concorde artefacts on 1 December
2003 at Olympia Exhibition Centre, in Kensington, London. Items sold included a
machmeter, a nose cone, Concorde pilot and passenger seats and even the cutlery,
ashtrays and blankets used onboard. About £¾ million was taken, with the first
half-million going to "Get Kids Going!", a charity which gives disabled children
and young people the opportunity to participate in sport.
All of BA's Concordes have been grounded and have lost their airworthiness
certificates. BA maintains ownership of the Concordes, and has stated that their
Concordes will not be flown again.
Cultural and political impact
Concorde remains a powerful symbol, both for its technology and its
sculptural shape. It is a symbol of great national pride to many in Britain and
France; in France it was thought of as a French aircraft, in Britain as British.
The reaction of people to the prospect of severe overflying noise also
represented a socially important change. Prior to Concorde's flight trials the
developments made by the civil aviation industry were largely accepted by
developed democratic governments and their electors. The popular backlash
(particularly on the eastern seaboard of the USA) against the noise of Concorde
represented a political turning point and thereafter scientists and
technologists in many industries began to take environmental and societal
impacts more seriously, accepting that engineers, powerful investors and
governments could not always allow their economic or career interests to
prevail. One of the key protesters to the "SST" (Super Sonic Transport - the US
term given to the Concorde aircraft), Carol Vendi, ultimately gained political
ground over the whole issue and was elected to the US Congress. Concorde led
directly to a general reduction of noise of aircraft flying out of JFK; it was
found that Concorde was actually quieter than the other aircraft (due to the
pilots temporarily throttling back their engines to reduce noise during
overflight of residential areas). This caused the other airlines to have to
One great irony in the quashing of the Concorde's mass production was the
myth of ozone threat. An anti-SST scientist suggested that the jet would produce
exhaust which would cause the destruction of the earth's ozone layer, causing "a
massive outbreak of skin cancer" and other effects, and this quickly became an
accepted view, contributing greatly to the movement against the SST. But, when
actual science was applied to the question, it was found that Concorde exhaust
emissions, containing NOx, would actually increase the ozone layer to a
From this perspective, Concorde's technical leap forward can be viewed as
boosting the public's (and the media's) understanding of conflicts between
technology and the environment. In France the use of acoustic fencing alongside
TGV tracks might not have been achieved without the 1970s furore over aircraft
noise. In Britain the CPRE have issued tranquility maps since 1990 and public
agencies are starting to do likewise.
A regular ticket on Concorde was a privilege of the rich, but special
circular (non-landing) or one-way (with return by coach or ship) charter flights
were arranged to bring a trip within the means of moderately well-off
An over-flying example was usually referred to by the British as simply
"Concorde" and the French as "the Concorde" (rather than "a Concorde"), as if
there was only one.
A plane from the BA fleet made occasional flypasts at selected Royal events,
major airshows and other special occasions, sometimes in formation with the Red
Arrows. On the final day of commercial service, grandstands were erected at
London Heathrow for the public to watch the final arrivals and there was
extensive media coverage.
Thirty-seven years after its first test flight, Concorde was announced the
winner of the Great British Design Quest, organised by the BBC 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
Public reaction to the Concorde crash was cited by Jeremy Clarkson as a
primary inspiration for his book I Know You Got Soul.
In November 2003, European aviation company EADS (the company behind Airbus)
announced that it was considering working with Japanese companies to develop a
larger, faster replacement for Concorde . However, recent news reports
suggest only $1m is being invested every year into research, much less than the
$1bn needed for the development of a viable airliner.
In October 2005, JAXA, the Japan Aerospace eXploration Agency, undertook
aerodynamic testing of a scale model of a plane designed to carry 300 passengers
at Mach 2. If pursued to commercial deployment, it would be expected to be in
service around 2020 - 2025. 
Research into supersonic business jets is ongoing.
Films and television
Concorde has been featured or mentioned in:
The Concorde: Airport '79: The Concorde used for the live-action
aerial filming was the same Air France Concorde that crashed 21 years later on
25 July 2000.
The Concorde Affair (Concorde Affaire in orig.) Italy 1979.
Director: Ruggero Deodato
Moonraker: James Bond arrives in Rio de Janeiro on an Air France
Concorde. Air France flew Concorde on the Paris-Dakar-Rio route at the time.
Doctor Who: Featured in the 1982 story 'Time-Flight'
Coming to America: Prince Akeem and Semmi arrive in New York on a
British Airways Concorde.
Snatch: The character Cousin Avi flew from New York City to London to
see Doug the Head, then back after an unexpected turn of events, and again to
London in the closing scene of the film.
The Bonfire of the Vanities: Maria Ruskin (Melanie Griffith) arrives
in New York on an Air France Concorde. The film's Second Unit Director, Eric
Schwab, went to considerable effort to calculate the exact time and day when a
runway at JFK would line up exactly with the setting sun, to serve as a
spectacular backdrop for the landing Concorde.
The Parent Trap (1998 version): Hallie and Her father take the
Concorde so that they can beat the twins' mother and Annie to London.
Cats & Dogs (2001) The Concorde was used to transport secret agent
dogs from the UK to the USA.
Superman II: Superman overtakes Concorde on his way to Paris.
National Treasure: It is shown on the New York Harbour.
The Transformers: As the Aerialbot leader Silverbolt.
SuperSonic Dream: A NOVA Documentary about the history of the
^ Payments for concorde
^ Flying Concorde, The Full Story by Brian Calvert
I actually flew into L.B.A.on this very aircraft and it
was an experience I will never forget,there were 50,000 waiting for us!!
MAGIC!! Jack, Leeds.
i think the concorde is incredible and u can go to places
faster i would like to go on a concorde some day i want to bring them back
concorde is the best better than the rest
Concorde is the bestest plane i have ever seen
El más bonito pájaro que ha surcado los cielos, gracias a
los que hicieron posible llegar allá donde otros no pudieron. Valladolid
Wow this much happened to a beautiful plane i cant believe
it! it is so cool
Gracias por darnos sueños tan hermosos como el concorde a
los que no nos queda mas que soñar y que soñamos con el sin dejar nuestra
realidad con los pies en la tierra. Atte Julio C C Mexico Verano de 2007
Having worked on Concorde and flown on board all of these exceptional
aircraft it was a very sad day for me when they flew each of their last
flights. So much so that I will not visit any of them in static display as
they are shells of the majestic flying art forms that they once were and are
meant to be airborne and not sadly sitting earth bound as they now are. As I
have known the majority of the tech and cabin crews of Concorde I am deeply
saddened by the loss of some of the people whom I considered to be friends
that I worked with over the years. It was a privilege and a pleasure to
have worked with all of these people over the years (it really was more of a
social thing for me, as it never really felt like work as I enjoyed myself
too much!) I would truly like to re establish contact with a lot of these
people and would welcome any e-mail from them at ableedinbeetle @
hotmail.com. In case any one remembers me Bob Bailey from jfk B.A. Catering
and later Trusthouse Forte Catering Manager please write!!!