British Airways Gold Concorde Union Jack Flagge Flugzeug Retro Buch Marke Geschenk alt

EUR 0,01 0 Gebote oder Preisvorschlag 5d 5h 7m 10s, EUR 6,93 Versand, 30-Tag Rücknahmen, eBay-Käuferschutz
Verkäufer: anddownthewaterfall ✉️ (33.557) 99.8%, Artikelstandort: Manchester, Take a Look at My Other Items, GB, Versand nach: WORLDWIDE, Artikelnummer: 364809873741 British Airways Gold Concorde Union Jack Flagge Flugzeug Retro Buch Marke Geschenk alt. Concord Gold Letter Opener
This is gold plated letter opener in the shape of the iconic supersonic Concorde airplane It is gold coloured made from metal, possibly stainless steel, and is colured with British Airways red and blue decals It measures just over 20 cm long Body of the plane is between 1.2 cm and 3.5 cm wide It also has the name British Airways 
In Excellent Conditon Starting at a Penny...With No Reserve..If your the only bidder you win it for 1p....Grab a Bargain!!!!
I will have a lot of similar items on Ebay so Check out my  other items ! Bid with Confidence - Check My almost 100% Positive Feedback from over 20,000 satisfied cutomers
Check out my other items !
 All Payment Methods in All Major Currencies Accepted.
Be sure to add me to your favourites list !
All Items Dispatched within 24 hours of Receiving Payment
.

Thanks for Looking and Best of Luck with the Bidding!!

I have sold items to coutries such as Afghanistan * Albania * Algeria * American Samoa (US) * Andorra * Angola * Anguilla (GB) * Antigua and Barbuda * Argentina * Armenia * Aruba (NL) * Australia * Austria * Azerbaijan * Bahamas * Bahrain * Bangladesh * Barbados * Belarus * Belgium * Belize * Benin * Bermuda (GB) * Bhutan * Bolivia * Bonaire (NL)  * Bosnia and Herzegovina * Botswana * Bouvet Island (NO) * Brazil * British Indian Ocean Territory (GB) * British Virgin Islands (GB) * Brunei * Bulgaria * Burkina Faso * Burundi * Cambodia * Cameroon * Canada * Cape Verde * Cayman Islands (GB) * Central African Republic * Chad * Chile * China * Christmas Island (AU) * Cocos Islands (AU) * Colombia * Comoros * Congo * Democratic Republic of the Congo * Cook Islands (NZ) * Coral Sea Islands Territory (AU) * Costa Rica * Croatia * Cuba * Curaçao (NL)  * Cyprus * Czech Republic * Denmark * Djibouti * Dominica * Dominican Republic * East Timor * Ecuador * Egypt * El Salvador * Equatorial Guinea * Eritrea * Estonia * Ethiopia * Falkland Islands (GB) * Faroe Islands (DK) * Fiji Islands * Finland * France * French Guiana (FR) * French Polynesia (FR) * French Southern Lands (FR) * Gabon * Gambia * Georgia * Germany * Ghana * Gibraltar (GB) * Greece * Greenland (DK) * Grenada * Guadeloupe (FR) * Guam (US) * Guatemala * Guernsey (GB) * Guinea * Guinea-Bissau * Guyana * Haiti * Heard and McDonald Islands (AU) * Honduras * Hong Kong (CN) * Hungary * Iceland * India * Indonesia * Iran * Iraq * Ireland * Isle of Man (GB) * Israel * Italy * Ivory Coast * Jamaica * Jan Mayen (NO) * Japan * Jersey (GB) * Jordan * Kazakhstan * Kenya * Kiribati * Kosovo * Kuwait * Kyrgyzstan * Laos * Latvia * Lebanon * Lesotho * Liberia * Libya * Liechtenstein * Lithuania * Luxembourg * Macau (CN) * Macedonia * Madagascar * Malawi * Malaysia * Maldives * Mali * Malta * Marshall Islands * Martinique (FR) * Mauritania * Mauritius * Mayotte (FR) * Mexico * Micronesia * Moldova * Monaco * Mongolia * Montenegro * Montserrat (GB) * Morocco * Mozambique * Myanmar * Namibia * Nauru * Navassa (US) * Nepal * Netherlands * New Caledonia (FR) * New Zealand * Nicaragua * Niger * Nigeria * Niue (NZ) * Norfolk Island (AU) * North Korea * Northern Cyprus * Northern Mariana Islands (US) * Norway * Oman * Pakistan * Palau * Palestinian Authority * Panama * Papua New Guinea * Paraguay * Peru * Philippines * Pitcairn Island (GB) * Poland * Portugal * Puerto Rico (US) * Qatar * Reunion (FR) * Romania * Russia * Rwanda * Saba (NL)  * Saint Barthelemy (FR) * Saint Helena (GB) * Saint Kitts and Nevis * Saint Lucia * Saint Martin (FR) * Saint Pierre and Miquelon (FR) * Saint Vincent and the Grenadines * Samoa * San Marino * Sao Tome and Principe * Saudi Arabia * Senegal * Serbia * Seychelles * Sierra Leone * Singapore * Sint Eustatius (NL)  * Sint Maarten (NL)  * Slovakia * Slovenia * Solomon Islands * Somalia * South Africa * South Georgia (GB) * South Korea * South Sudan * Spain * Sri Lanka * Sudan * Suriname * Svalbard (NO) * Swaziland * Sweden * Switzerland * Syria * Taiwan * Tajikistan * Tanzania * Thailand * Togo * Tokelau (NZ) * Tonga * Trinidad and Tobago * Tunisia * Turkey * Turkmenistan * Turks and Caicos Islands (GB) * Tuvalu * U.S. Minor Pacific Islands (US) * U.S. Virgin Islands (US) * Uganda * Ukraine * United Arab Emirates * United Kingdom * United States * Uruguay * Uzbekistan * Vanuatu * Vatican City * Venezuela * Vietnam * Wallis and Futuna (FR) * Yemen * Zambia * Zimbabwe and major cities such as Tokyo, Yokohama, New York City, Sao Paulo, Seoul, Mexico City, Osaka, Kobe, Kyoto, Manila, Mumbai, Delhi, Jakarta, Lagos, Kolkata, Cairo, Los Angeles, Buenos Aires, Rio de Janeiro, Moscow, Shanghai, Karachi, Paris, Istanbul, Nagoya, Beijing, Chicago, London, Shenzhen, Essen, Düsseldorf,  Bogota, Lima, Bangkok, Johannesburg, East Rand, Chennai, Taipei, Baghdad, Santiago, Bangalore, Hyderabad, St Petersburg, Philadelphia, Lahore, Kinshasa, Miami, Ho Chi Minh City, Madrid, Tianjin, Kuala Lumpur, Toronto, Milan, Shenyang, Dallas, Fort Worth, Boston, Belo Horizonte, Khartoum, Riyadh, Singapore, Washington, Detroit, Barcelona,, Houston, Athens, Berlin, Sydney, Atlanta, Guadalajara, San Francisco, Oakland, Montreal, Monterey, Melbourne, Ankara, Recife, Phoenix/Mesa, Durban, Porto Alegre, Dalian, Jeddah, Seattle, Cape Town, San Diego, Fortaleza, Curitiba, Rome, Naples, Minneapolis, St. Paul, Tel Aviv, Birmingham, Frankfurt, Lisbon, Manchester, San Juan, Katowice, Tashkent, Fukuoka, Baku, Sumqayit, St. Louis, Baltimore, Sapporo, Tampa, St. Petersburg, Taichung, Warsaw, Denver, Cologne, Bonn, Hamburg, Dubai, Pretoria, Vancouver, Beirut, Budapest, Cleveland, Pittsburgh, Campinas, Harare, Brasilia, Kuwait, Munich, Portland, Brussels, Vienna, San Jose, Damman , Copenhagen, Brisbane, Riverside, San Bernardino, Cincinnati and Accra

Concorde

Role Supersonic transport

National origin United Kingdom and France

Manufacturer

BAC (later BAe and BAE Systems)

Sud Aviation (later Aérospatiale and Airbus)

First flight 2 March 1969

Introduction 21 January 1976

Retired 24 October 2003[1]

Status Retired

Primary users British Airways

Air France

See Operators below for others

Produced 1965–1979

Number built 20 (inc. 6 non-commercial aircraft)[2][3]

Program cost £1.3 billion[4]

(£7.67 billion in 2016 pounds[5])

Unit cost

US$33.8M (1972)[6]

($157 million in 2018 dollars[7])

£23 million in 1977

(£119 million in 2016 pounds[5])

The Aérospatiale/BAC Concorde (/ˈkɒŋkɔːrd/) is a British–French turbojet-powered supersonic passenger airliner that was operated until 2003. It had a maximum speed over twice the speed of sound, at Mach 2.04 (1,354 mph or 2,180 km/h at cruise altitude), with seating for 92 to 128 passengers. First flown in 1969, Concorde entered service in 1976 and continued flying for the next 27 years. It is one of only two supersonic transports to have been operated commercially; the other is the Soviet-built Tupolev Tu-144, which operated in the late 1970s.[8][9]

Concorde was jointly developed and manufactured by Sud Aviation (later Aérospatiale) and the British Aircraft Corporation (BAC) under an Anglo-French treaty. Twenty aircraft were built, including six prototypes and development aircraft. Air France (AF) and British Airways (BA) were the only airlines to purchase and fly Concorde. The aircraft was used mainly by wealthy passengers who could afford to pay a high price in exchange for the aircraft's speed and luxury service. For example, in 1997, the round-trip ticket price from New York to London was $7,995 ($12.7 thousand in 2019 dollars),[10] more than 30 times the cost of the cheapest option to fly this route.[11]

The original programme cost estimate of £70 million[12] met huge overruns and delays, with the program eventually costing £1.3 billion.[13] It was this extreme cost that became the main factor in the production run being much smaller than anticipated.[14] Later, another factor, which affected the viability of all supersonic transport programmes, was that supersonic flight could only be used on ocean-crossing routes, to prevent sonic boom disturbance over populated areas. With only seven airframes each being operated by the British and French, the per-unit cost was impossible to recoup, so the French and British governments absorbed the development costs. British Airways and Air France were able to operate Concorde at a profit, in spite of very high maintenance costs, because the aircraft was able to sustain a high ticket price.

Among other destinations, Concorde flew regular transatlantic flights from London's Heathrow Airport and Paris's Charles de Gaulle Airport to John F. Kennedy International Airport in New York, Washington Dulles International Airport in Virginia and Grantley Adams International Airport in Barbados; it flew these routes in less than half the time of other airliners.

Concorde won the 2006 Great British Design Quest, organised by the BBC and the Design Museum of London, beating other well-known designs such as the BMC Mini, the miniskirt, the Jaguar E-Type, the London Tube map and the Supermarine Spitfire. The type was retired in 2003, three years after the crash of Air France Flight 4590, in which all passengers and crew were killed. The general downturn in the commercial aviation industry after the September 11 attacks in 2001 and the end of maintenance support for Concorde by Airbus (the successor company of both Aérospatiale and BAC) also contributed to the retirement.[15]

Development

Early studies

The origins of the Concorde project date to the early 1950s, when Arnold Hall, director of the Royal Aircraft Establishment (RAE) asked Morien Morgan to form a committee to study the supersonic transport (SST) concept. The group met for the first time in February 1954 and delivered their first report in April 1955.[16]

At the time it was known that the drag at supersonic speeds was strongly related to the span of the wing.[N 1] This led to the use of very short-span, very thin trapezoidal wings such as those seen on the control surfaces of many missiles, or in aircraft like the Lockheed F-104 Starfighter or the Avro 730 that the team studied. The team outlined a baseline configuration that looked like an enlarged Avro 730.[17]

This same short span produced very little lift at low speed, which resulted in extremely long take-off runs and frighteningly high landing speeds.[18] In an SST design, this would have required enormous engine power to lift off from existing runways, and to provide the fuel needed, "some horribly large aeroplanes" resulted.[17] Based on this, the group considered the concept of an SST infeasible, and instead suggested continued low-level studies into supersonic aerodynamics.[17]

Slender deltas

Soon after, Johanna Weber and Dietrich Küchemann at the RAE published a series of reports on a new wing planform, known in the UK as the "slender delta" concept.[19][20] The team, including Eric Maskell whose report "Flow Separation in Three Dimensions" contributed to an understanding of the physical nature of separated flow,[21] worked with the fact that delta wings can produce strong vortices on their upper surfaces at high angles of attack.[17] The vortex will lower the air pressure and cause lift to be greatly increased. This effect had been noticed earlier, notably by Chuck Yeager in the Convair XF-92, but its qualities had not been fully appreciated. Weber suggested that this was no mere curiosity, and the effect could be deliberately used to improve low speed performance.[20][17]

Küchemann's and Weber's papers changed the entire nature of supersonic design almost overnight. Although the delta had already been used on aircraft prior to this point, these designs used planforms that were not much different from a swept wing of the same span.[N 2] Weber noted that the lift from the vortex was increased by the length of the wing it had to operate over, which suggested that the effect would be maximised by extending the wing along the fuselage as far as possible. Such a layout would still have good supersonic performance inherent to the short span, while also offering reasonable take-off and landing speeds using vortex generation.[20] The only downside to such a design is that the aircraft would have to take off and land very "nose high" to generate the required vortex lift, which led to questions about the low speed handling qualities of such a design.[22] It would also need to have long landing gear to produce the required angle of attack while still on the runway.

Küchemann presented the idea at a meeting where Morgan was also present. Test pilot Eric Brown recalls Morgan's reaction to the presentation, saying that he immediately seized on it as the solution to the SST problem. Brown considers this moment as being the true birth of the Concorde project.[22]

Supersonic Transport Aircraft Committee

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

On 1 October 1956 the Ministry of Supply asked Morgan to form a new study group, the Supersonic Transport Aircraft Committee (STAC)[23] (sometimes referred to as the Supersonic Transport Advisory Committee), with the explicit goal of developing a practical SST design and finding industry partners to build it. At the very first meeting, on 5 November 1956, the decision was made to fund the development of a test bed aircraft to examine the low-speed performance of the slender delta, a contract that eventually produced the Handley Page HP.115.[22] This aircraft would ultimately demonstrate safe control at speeds as low as 69 mph (111 km/h), about 

1

/

3

 that of the F-104 Starfighter.[24]

STAC stated that an SST would have economic performance similar to existing subsonic types.[17] Although they would burn more fuel in cruise, they would be able to fly more sorties in a given period of time, so fewer aircraft would be needed to service a particular route. This would remain economically advantageous as long as fuel represented a small percentage of operational costs, as it did at the time.[17]

STAC suggested that two designs naturally fell out of their work, a transatlantic model flying at about Mach 2, and a shorter-range version flying at perhaps Mach 1.2. Morgan suggested that a 150-passenger transatlantic SST would cost about £75 to £90 million to develop, and be in service in 1970. The smaller 100 passenger short-range version would cost perhaps £50 to £80 million, and be ready for service in 1968. To meet this schedule, development would need to begin in 1960, with production contracts let in 1962.[17] Morgan strongly suggested that the US was already involved in a similar project, and that if the UK failed to respond it would be locked out of an airliner market that he believed would be dominated by SST aircraft.[25]

In 1959, a study contract was awarded to Hawker Siddeley and Bristol for preliminary designs based on the slender delta concept,[26] which developed as the HSA.1000 and Bristol 198. Armstrong Whitworth also responded with an internal design, the M-Wing, for the lower-speed shorter-range category. Even at this early time, both the STAC group and the government were looking for partners to develop the designs. In September 1959, Hawker approached Lockheed, and after the creation of British Aircraft Corporation in 1960, the former Bristol team immediately started talks with Boeing, General Dynamics, Douglas Aircraft and Sud Aviation.[26]

Ogee planform selected

Küchemann and others at the RAE continued their work on the slender delta throughout this period, considering three basic shapes; the classic straight-edge delta, the "gothic delta" that was rounded outwards to appear like a gothic arch, and the "ogival wing" that was compound-rounded into the shape of an ogee. Each of these planforms had its own advantages and disadvantages in terms of aerodynamics. As they worked with these shapes, a practical concern grew to become so important that it forced selection of one of these designs.[27]

Generally one wants to have the wing's centre of pressure (CP, or "lift point") close to the aircraft's centre of gravity (CG, or "balance point") to reduce the amount of control force required to pitch the aircraft. As the aircraft layout changes during the design phase, it is common for the CG to move fore or aft. With a normal wing design this can be addressed by moving the wing slightly fore or aft to account for this.[N 3] With a delta wing running most of the length of the fuselage, this was no longer easy; moving the wing would leave it in front of the nose or behind the tail. Studying the various layouts in terms of CG changes, both during design and changes due to fuel use during flight, the ogee planform immediately came to the fore.[27]

Plan-view silhouette of the Bristol Type 223 SST project

While the wing planform was evolving, so was the basic SST concept. Bristol's original Type 198 was a small design with an almost pure slender delta wing,[28] but evolved into the larger Type 223.

To test the new wing, NASA privately assisted the team by modifying a Douglas F5D Skylancer with temporary wing modifications to mimic the wing selection. In 1965 the NASA test aircraft successfully tested the wing, and found that it reduced landing speeds noticeably over the standard delta wing. NASA Ames test center also ran simulations which showed that the aircraft would suffer a sudden change in pitch when entering ground effect. Ames test pilots later participated in a joint cooperative test with the French and British test pilots and found that the simulations had been correct, and this information was added to pilot training.[29]

Partnership with Sud Aviation

By this time similar political and economic concerns in France had led to their own SST plans. In the late 1950s the government requested designs from both the government-owned Sud Aviation and Nord Aviation, as well as Dassault.[N 4] All three returned designs based on Küchemann and Weber's slender delta; Nord suggested a ramjet powered design flying at Mach 3, the other two were jet powered Mach 2 designs that were similar to each other. Of the three, the Sud Aviation Super-Caravelle won the design contest with a medium-range design deliberately sized to avoid competition with transatlantic US designs they assumed were already on the drawing board.[30]

As soon as the design was complete, in April 1960, Pierre Satre, the company's technical director, was sent to Bristol to discuss a partnership. Bristol was surprised to find that the Sud team had designed a very similar aircraft after considering the SST problem and coming to the very same conclusions as the Bristol and STAC teams in terms of economics. It was later revealed that the original STAC report, marked "For UK Eyes Only", had secretly been passed to the French to win political favour. Sud made minor changes to the paper, and presented it as their own work.[31]

Unsurprisingly, the two teams found much to agree on. The French had no modern large jet engines, and had already concluded they would buy a British design anyway (as they had on the earlier subsonic Caravelle).[32] As neither company had experience in the use of high-heat metals for airframes, a maximum speed of around Mach 2 was selected so aluminium could be used – above this speed the friction with the air warms the metal so much that aluminium begins to soften. This lower speed would also speed development and allow their design to fly before the Americans. Finally, everyone involved agreed that Küchemann's ogee shaped wing was the right one.[30]

The only disagreements were over the size and range. The UK team was still focused on a 150-passenger design serving transatlantic routes, while the French were deliberately avoiding these. However, this proved not to be the barrier it might seem; common components could be used in both designs, with the shorter range version using a clipped fuselage and four engines, the longer one with a stretched fuselage and six engines, leaving only the wing to be extensively re-designed.[33] The teams continued to meet through 1961, and by this time it was clear that the two aircraft would be considerably more similar in spite of different range and seating arrangements. A single design emerged that differed mainly in fuel load. More powerful Bristol Siddeley Olympus engines, being developed for the TSR-2, allowed either design to be powered by only four engines.[34]

Cabinet response, treaty

While the development teams met, French Minister of Public Works and Transport Robert Buron was meeting with the UK Minister of Aviation Peter Thorneycroft, and Thorneycroft soon revealed to the cabinet that the French were much more serious about a partnership than any of the US companies.[35] The various US companies had proved uninterested in such a venture, likely due to the belief that the government would be funding development and would frown on any partnership with a European company, and the risk of "giving away" US technological leadership to a European partner.[26]

When the STAC plans were presented to the UK cabinet, a very negative reaction resulted. The economic considerations were considered highly questionable, especially as these were based on development costs, now estimated to be £150 million, which were repeatedly overrun in the industry. The Treasury Ministry in particular presented a very negative view, suggesting that there was no way the project would have any positive financial returns for the government, especially in light that "the industry's past record of over-optimistic estimating (including the recent history of the TSR.2) suggests that it would be prudent to consider the £150 million [cost] to turn out much too low."[35]

This concern led to an independent review of the project by the Committee on Civil Scientific Research and Development, which met on topic between July and September 1962. The Committee ultimately rejected the economic arguments, including considerations of supporting the industry made by Thorneycroft. Their report in October stated that it was unlikely there would be any direct positive economic outcome, but that the project should still be considered for the simple reason that everyone else was going supersonic, and they were concerned they would be locked out of future markets. Conversely, it appeared the project would not be likely to significantly impact other, more important, research efforts.[35]

After considerable argument, the decision to proceed ultimately fell to an unlikely political expediency. At the time, the UK was pressing for admission to the European Common Market, which was being controlled by Charles de Gaulle who felt the UK's Special Relationship with the US made them unacceptable in a pan-European group. Cabinet felt that signing a deal with Sud would pave the way for Common Market entry, and this became the main deciding reason for moving ahead with the deal.[36] It was this belief that had led the original STAC documents being leaked to the French. However, De Gaulle spoke of the European origin of the design, and continued to block the UK's entry into the Common Market.[36]

The development project was negotiated as an international treaty between the two countries rather than a commercial agreement between companies and included a clause, originally asked for by the UK, imposing heavy penalties for cancellation. A draft treaty was signed on 29 November 1962.[37]

Naming

Reflecting the treaty between the British and French governments that led to Concorde's construction, the name Concorde is from the French word concorde (IPA: [kɔ̃kɔʁd]), which has an English equivalent, concord. Both words mean agreement, harmony or union. The name was officially changed to Concord by Harold Macmillan in response to a perceived slight by Charles de Gaulle. At the French roll-out in Toulouse in late 1967,[38] the British Government Minister of Technology, Tony Benn, announced that he would change the spelling back to Concorde.[39] This created a nationalist uproar that 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 claiming: "[Y]ou talk about 'E' for England, but part of it is made in Scotland." Given Scotland's contribution of providing the nose cone for the aircraft, Benn replied, "[I]t was also 'E' for 'Écosse' (the French name for Scotland) – and I might have added 'e' for extravagance and 'e' for escalation as well!"[40]

Concorde also acquired an unusual nomenclature for an aircraft. In common usage in the United Kingdom, the type is known as "Concorde" without an article, rather than "the Concorde" or "a Concorde".[41][42]

Sales efforts

British Airways Concorde in early BA livery at London-Heathrow Airport, in the early 1980s

Described by Flight International as an "aviation icon" and "one of aerospace's most ambitious but commercially flawed projects",[43][44] Concorde failed to meet its original sales targets, despite initial interest from several airlines.

At first, the new consortium intended to produce one long-range and one short-range version. However, prospective customers showed no interest in the short-range version and it was dropped.[37]

An advertisement covering two full pages, promoting Concorde, ran in the 29 May 1967 issue of Aviation Week & Space Technology. The advertisement predicted a market for 350 aircraft by 1980 and boasted of Concorde's head start over the United States' SST project.[45]

Concorde had considerable difficulties that led to its dismal sales performance. Costs had spiralled during development to more than six times the original projections, arriving at a unit cost of £23 million in 1977 (equivalent to £143.95 million in 2019).[46] Its sonic boom made travelling supersonically over land impossible without causing complaints from citizens.[47] World events had also dampened Concorde sales prospects, the 1973–74 stock market crash and the 1973 oil crisis had made many airlines cautious about aircraft with high fuel consumption rates; and new wide-body aircraft, such as the Boeing 747, had recently made subsonic aircraft significantly more efficient and presented a low-risk option for airlines.[48] While carrying a full load, Concorde achieved 15.8 passenger miles per gallon of fuel, while the Boeing 707 reached 33.3 pm/g, the Boeing 747 46.4 pm/g, and the McDonnell Douglas DC-10 53.6 pm/g.[49] An emerging trend in the industry in favour of cheaper airline tickets had also caused airlines such as Qantas to question Concorde's market suitability.[50]

The consortium received orders, i.e., non-binding options, for over 100 of the long-range version from the major airlines of the day: Pan Am, BOAC, and Air France were the launch customers, with six Concordes each. Other airlines in the order book included Panair do Brasil, Continental Airlines, Japan Airlines, Lufthansa, American Airlines, United Airlines, Air India, Air Canada, Braniff, Singapore Airlines, Iran Air, Olympic Airways, Qantas, CAAC Airlines, Middle East Airlines, and TWA.[37][51][52] At the time of the first flight the options list contained 74 options from 16 airlines:

This table needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed.

Find sources: "Concorde" – news · newspapers · books · scholar · JSTOR (January 2018) (Learn how and when to remove this template message)

Airline Number Reserved Cancelled Remarks

Pan Am 6 3 June 1963 31 January 1973 2 extra options in 1964

Air France 6 3 June 1963 2 extra options in 1964

BOAC 6 3 June 1963 2 extra options in 1964

Continental Airlines 3 24 July 1963 Mar 1973

American Airlines 4 7 October 1963 Feb 1973 2 extra options in 1965

TWA 4 16 October 1963 31 January 1973 2 extra options in 1965

Middle East Airlines 2 4 December 1963 Feb 1973

Qantas 6 19 March 1964 2 cancelled in May 1966

Air India 2 15 July 1964 Feb 1975

Japan Airlines 3 30 September 1965 1973

Sabena 2 1 December 1965 Feb 1973

Eastern Airlines 2 28 June 1966 Feb 1973 2 extra options on 15 August 1966

2 other extra options on 28 April 1967

United Airlines 6 29 June 1966 26 October 1972

Braniff 3 1 September 1966 Feb 1973

Lufthansa 3 16 February 1967 Apr 1973

Air Canada 4 1 March 1967 6 June 1972[53]

Testing

Concorde 001 first flight in 1969

The design work was supported by a preceding research programme studying the flight characteristics of low ratio delta wings. A supersonic Fairey Delta 2 was modified to carry the ogee planform, and, renamed as the BAC 221, used for flight tests of the high speed flight envelope,[54] the Handley Page HP.115 also provided valuable information on low speed performance.[55]

Construction of two prototypes began in February 1965: 001, built by Aérospatiale at Toulouse, and 002, by BAC at Filton, Bristol. Concorde 001 made its first test flight from Toulouse on 2 March 1969, piloted by André Turcat,[56] and first went supersonic on 1 October.[57] The first UK-built Concorde flew from Filton to RAF Fairford on 9 April 1969, piloted by Brian Trubshaw.[58][59] Both prototypes were presented to the public for the first time on 7–8 June 1969 at the Paris Air Show. As the flight programme progressed, 001 embarked on a sales and demonstration tour on 4 September 1971, which was also the first transatlantic crossing of Concorde.[60][61] Concorde 002 followed suit on 2 June 1972 with a tour of the Middle and Far East.[62] Concorde 002 made the first visit to the United States in 1973, landing at the new Dallas/Fort Worth Regional Airport to mark that airport's opening.[63]

During testing, Concorde F-WTSB attained the highest altitude recorded in sustained level flight of a passenger aircraft of 68,000 ft (21,000 m), in June 1973. Concorde G-AXDN attained the highest recorded speed of Mach 2.23 (2,370 km/h; 1,470 mph) on 26 March 1974, at an altitude of 63,700 ft (19,400 m).[citation needed]

Concorde on early visit to Heathrow Airport on 1 July 1972

While Concorde had initially held a great deal of customer interest, the project was hit by a large number of order cancellations. The Paris Le Bourget air show crash of the competing Soviet Tupolev Tu-144 had shocked potential buyers, and public concern over the environmental issues presented by a supersonic aircraft—the sonic boom, take-off noise and pollution—had produced a shift in public opinion of SSTs. By 1976 four nations remained as prospective buyers: Britain, France, China, and Iran.[47] Only Air France and British Airways (the successor to BOAC) took up their orders, with the two governments taking a cut of any profits made.[64]

The United States government cut federal funding for the Boeing 2707, its rival supersonic transport programme, in 1971; Boeing did not complete its two 2707 prototypes. The US, India, and Malaysia all ruled out Concorde supersonic flights over the noise concern, although some of these restrictions were later relaxed.[65][66] Professor Douglas Ross characterised restrictions placed upon Concorde operations by President Jimmy Carter's administration as having been an act of protectionism of American aircraft manufacturers.[67]

Design

Concorde flight deck layout

General features

Concorde is an ogival delta winged aircraft with four Olympus engines based on those employed in the RAF's Avro Vulcan strategic bomber. It is one of the few commercial aircraft to employ a tailless design (the Tupolev Tu-144 being another). Concorde was the first airliner to have a (in this case, analogue) fly-by-wire flight-control system; the avionics system Concorde used was unique because it was the first commercial aircraft to employ hybrid circuits.[68] The principal designer for the project was Pierre Satre, with Sir Archibald Russell as his deputy.[69]

Concorde pioneered the following technologies:

For high speed and optimisation of flight:

Double delta (ogee/ogival) shaped wings[19]

Variable engine air intake ramp system controlled by digital computers[70]

Supercruise capability[71]

Thrust-by-wire engines, predecessor of today's FADEC-controlled engines[70]

Droop-nose section for better landing visibility

For weight-saving and enhanced performance:

Mach 2.02 (~2,154 km/h or 1,338 mph) cruising speed[72] for optimum fuel consumption (supersonic drag minimum and turbojet engines are more efficient at higher speed[73]) Fuel consumption at Mach 2 (2,120 km/h; 1,320 mph) and at altitude of 60,000 feet (18,000 m) was 4,800 US gallons per hour (18,000 L/h).[74]

Mainly aluminium construction using a high temperature alloy similar to that developed for aero-engine pistons.[75] This material gave low weight and allowed conventional manufacture (higher speeds would have ruled out aluminium)[76]

Full-regime autopilot and autothrottle[77] allowing "hands off" control of the aircraft from climb out to landing

Fully electrically controlled analogue fly-by-wire flight controls systems[68]

High-pressure hydraulic system using 28 MPa (4,100 psi) for lighter hydraulic components,[78] tripled independent systems ("Blue", "Green", and "Yellow") for redundancy, with an emergency ram air turbine (RAT) stored in the port-inner elevon jack fairing supplying "Green" and "Yellow" as backup.[79]

Complex Air data computer (ADC) for the automated monitoring and transmission of aerodynamic measurements (total pressure, static pressure, angle of attack, side-slip).[80]

Fully electrically controlled analogue brake-by-wire system[81]

Pitch trim by shifting fuel fore-and-aft for centre-of-gravity (CoG) control at the approach to Mach 1 and above with no drag penalty.[82] Pitch trimming by fuel transfer had been used since 1958 on the B-58 supersonic bomber.[83]

Parts made using "sculpture milling", reducing the part count while saving weight and adding strength.[84]

No auxiliary power unit, as Concorde would only visit large airports where ground air start carts are available.[85]

Powerplant

Close up of engine nozzles of production Concorde G-AXDN. The nozzle consists of tilting cups.

Concorde's intake ramp system schematics

Concorde's intake ramp system

Main article: Rolls-Royce/Snecma Olympus 593

A symposium titled "Supersonic-Transport Implications" was hosted by the Royal Aeronautical Society on 8 December 1960. Various views were put forward on the likely type of powerplant for a supersonic transport, such as podded or buried installation and turbojet or ducted-fan engines.[86][87] Boundary layer management in the podded installation was put forward as simpler with only an inlet cone but Dr. Seddon of the RAE saw "a future in a more sophisticated integration of shapes" in a buried installation. Another concern highlighted the case with two or more engines situated behind a single intake. An intake failure could lead to a double or triple engine failure. The advantage of the ducted fan over the turbojet was reduced airport noise but with considerable economic penalties with its larger cross-section producing excessive drag.[88] At that time it was considered that the noise from a turbojet optimised for supersonic cruise could be reduced to an acceptable level using noise suppressors as used on subsonic jets.

The powerplant configuration selected for Concorde, and its development to a certificated design, can be seen in light of the above symposium topics (which highlighted airfield noise, boundary layer management and interactions between adjacent engines) and the requirement that the powerplant, at Mach 2, tolerate combinations of pushovers, sideslips, pull-ups and throttle slamming without surging.[89]:p.131 Extensive development testing with design changes and changes to intake and engine control laws would address most of the issues except airfield noise and the interaction between adjacent powerplants at speeds above Mach 1.6 which meant Concorde "had to be certified aerodynamically as a twin-engined aircraft above Mach 1.6".[89]

Rolls-Royce had a design proposal, the RB.169, for the aircraft at the time of Concorde's initial design[90] but "to develop a brand-new engine for Concorde would have been prohibitively expensive"[91] so an existing engine, already flying in the TSR-2 prototype, was chosen. It was the Olympus 320 turbojet, a development of the Bristol engine first used for the Avro Vulcan bomber.

Great confidence was placed in being able to reduce the noise of a turbojet and massive strides by SNECMA in silencer design were reported during the programme.[92] However, by 1974 the spade silencers which projected into the exhaust were reported to be ineffective.[93] The Olympus Mk.622 with reduced jet velocity was proposed to reduce the noise[94] but it was not developed.

Situated behind the leading edge of the wing the engine intake had wing boundary layer ahead of it. Two-thirds was diverted and the remaining third which entered the intake did not adversely affect the intake efficiency[89]:p.21 except during pushovers when the boundary layer thickened ahead of the intake and caused surging. Extensive wind tunnel testing helped define leading edge modifications ahead of the intakes which solved the problem.[95]

Each engine had its own intake and the engine nacelles were paired with a splitter plate between them to minimise adverse behaviour of one powerplant influencing the other. Only above Mach 1.6 (1,960.1 km/h; 1,217.9 mph) was an engine surge likely to affect the adjacent engine.[89]

Concorde needed to fly long distances to be economically viable; this required high efficiency from the powerplant. Turbofan engines were rejected due to their larger cross-section producing excessive drag. Olympus turbojet technology was available to be developed to meet the design requirements of the aircraft, although turbofans would be studied for any future SST.[96]

The aircraft used reheat (afterburners) at take-off and to pass through the upper transonic regime and to supersonic speeds, between Mach 0.95 and 1.7. The afterburners were switched off at all other times.[97] Due to jet engines being highly inefficient at low speeds, Concorde burned two tonnes (4,400 lb) of fuel (almost 2% of the maximum fuel load) taxiing to the runway.[98] Fuel used is Jet A-1. Due to the high thrust produced even with the engines at idle, only the two outer engines were run after landing for easier taxiing and less brake pad wear – at low weights after landing, the aircraft would not remain stationary with all four engines idling requiring the brakes to be continuously applied to prevent the aircraft from rolling.

The intake design for Concorde's engines was especially critical.[99] The intakes had to provide low distortion levels (to prevent engine surge) and high efficiency for all likely ambient temperatures to be met in cruise. They had to provide adequate subsonic performance for diversion cruise and low engine-face distortion at take-off. They also had to provide an alternative path for excess intake air during engine throttling or shutdowns.[100] The variable intake features required to meet all these requirements consisted of front and rear ramps, a dump door, an auxiliary inlet and a ramp bleed to the exhaust nozzle.[101]

As well as supplying air to the engine, the intake also supplied air through the ramp bleed to the propelling nozzle. The nozzle ejector (or aerodynamic) design, with variable exit area and secondary flow from the intake, contributed to good expansion efficiency from take-off to cruise.[102]

Engine failure causes problems on conventional subsonic aircraft; not only does the aircraft lose thrust on that side but the engine creates drag, causing the aircraft to yaw and bank in the direction of the failed engine. If this had happened to Concorde at supersonic speeds, it theoretically could have caused a catastrophic failure of the airframe. Although computer simulations predicted considerable problems, in practice Concorde could shut down both engines on the same side of the aircraft at Mach 2 without the predicted difficulties.[103] During an engine failure the required air intake is virtually zero. So, on Concorde, engine failure was countered by the opening of the auxiliary spill door and the full extension of the ramps, which deflected the air downwards past the engine, gaining lift and minimising drag. Concorde pilots were routinely trained to handle double engine failure.[104]

Concorde's Air Intake Control Units (AICUs) made use of a digital processor to provide the necessary accuracy for intake control. It was the world's first use of a digital processor to be given full authority control of an essential system in a passenger aircraft. It was developed by the Electronics and Space Systems (ESS) division of the British Aircraft Corporation after it became clear that the analogue AICUs fitted to the prototype aircraft and developed by Ultra Electronics were found to be insufficiently accurate for the tasks in hand.[105]

Concorde's thrust-by-wire engine control system was developed by Ultra Electronics.[106]

Heating problems

Air compression on the outer surfaces caused the cabin to heat up during flight. Every surface, such as windows and panels, was warm to the touch by the end of the flight.[107] Besides engines, the hottest part of the structure of any supersonic aircraft is the nose, due to aerodynamic heating. The engineers used Hiduminium R.R. 58, an aluminium alloy, throughout the aircraft because of its familiarity, cost and ease of construction. The highest temperature that aluminium could sustain over the life of the aircraft was 127 °C (261 °F), which limited the top speed to Mach 2.02.[108] Concorde went through two cycles of heating and cooling during a flight, first cooling down as it gained altitude, then heating up after going supersonic. The reverse happened when descending and slowing down. This had to be factored into the metallurgical and fatigue modelling. A test rig was built that repeatedly heated up a full-size section of the wing, and then cooled it, and periodically samples of metal were taken for testing.[109][110] The Concorde airframe was designed for a life of 45,000 flying hours.[111]

Concorde skin temperatures

Owing to air compression in front of the plane as it travelled at supersonic speed, the fuselage heated up and expanded by as much as 300 mm (12 in). The most obvious manifestation of this was a gap that opened up on the flight deck between the flight engineer's console and the bulkhead. On some aircraft that conducted a retiring supersonic flight, the flight engineers placed their caps in this expanded gap, wedging the cap when it shrank again.[112] To keep the cabin cool, Concorde used the fuel as a heat sink for the heat from the air conditioning.[113] The same method also cooled the hydraulics. During supersonic flight the surfaces forward from the cockpit became heated, and a visor was used to deflect much of this heat from directly reaching the cockpit.[114]

Concorde had livery restrictions; the majority of the surface had to be covered with a highly reflective white paint to avoid overheating the aluminium structure due to heating effects from supersonic flight at Mach 2. The white finish reduced the skin temperature by 6 to 11 °C (11 to 20 °F).[115] In 1996, Air France briefly painted F-BTSD in a predominantly blue livery, with the exception of the wings, in a promotional deal with Pepsi.[116] In this paint scheme, Air France was advised to remain at Mach 2 (2,120 km/h; 1,320 mph) for no more than 20 minutes at a time, but there was no restriction at speeds under Mach 1.7. F-BTSD was used because it was not scheduled for any long flights that required extended Mach 2 operations.[117]

Structural issues

Fuel pitch trim

Due to its high speeds, large forces were applied to the aircraft during banks and turns, and caused twisting and distortion of the aircraft's structure. In addition there were concerns over maintaining precise control at supersonic speeds. Both of these issues were resolved by active ratio changes between the inboard and outboard elevons, varying at differing speeds including supersonic. Only the innermost elevons, which are attached to the stiffest area of the wings, were active at high speed.[118] Additionally, the narrow fuselage meant that the aircraft flexed.[70] This was visible from the rear passengers' viewpoints.[119]

When any aircraft passes the critical mach of that particular airframe, the centre of pressure shifts rearwards. This causes a pitch down moment on the aircraft if the centre of gravity remains where it was. The engineers designed the wings in a specific manner to reduce this shift, but there was still a shift of about 2 metres (6 ft 7 in). This could have been countered by the use of trim controls, but at such high speeds this would have dramatically increased drag. Instead, the distribution of fuel along the aircraft was shifted during acceleration and deceleration to move the centre of gravity, effectively acting as an auxiliary trim control.[120]

Range

To fly non-stop across the Atlantic Ocean, Concorde required the greatest supersonic range of any aircraft.[121] This was achieved by a combination of engines which were highly efficient at supersonic speeds,[N 5][70] a slender fuselage with high fineness ratio, and a complex wing shape for a high lift-to-drag ratio. This also required carrying only a modest payload and a high fuel capacity, and the aircraft was trimmed with precision to avoid unnecessary drag.[19][120]

Nevertheless, soon after Concorde began flying, a Concorde "B" model was designed with slightly larger fuel capacity and slightly larger wings with leading edge slats to improve aerodynamic performance at all speeds, with the objective of expanding the range to reach markets in new regions.[122] It featured more powerful engines with sound deadening and without the fuel-hungry and noisy afterburner. It was speculated that it was reasonably possible to create an engine with up to 25% gain in efficiency over the Rolls-Royce/Snecma Olympus 593.[123] This would have given 500 mi (805 km) additional range and a greater payload, making new commercial routes possible. This was cancelled due in part to poor sales of Concorde, but also to the rising cost of aviation fuel in the 1970s.[124]

Radiation concerns

External view of Concorde's fuselage

British Airways Concorde interior. The narrow fuselage permitted only a 4-abreast seating with limited headroom.

Concorde's high cruising altitude meant passengers received almost twice the flux of extraterrestrial ionising radiation as those travelling on a conventional long-haul flight.[125][126] Upon Concorde's introduction, it was speculated that this exposure during supersonic travels would increase the likelihood of skin cancer.[127] Due to the proportionally reduced flight time, the overall equivalent dose would normally be less than a conventional flight over the same distance.[128] Unusual solar activity might lead to an increase in incident radiation.[129] To prevent incidents of excessive radiation exposure, the flight deck had a radiometer and an instrument to measure the rate of decrease of radiation.[126] If the radiation level became too high, Concorde would descend below 47,000 feet (14,000 m).

Cabin pressurisation

Airliner cabins were usually maintained at a pressure equivalent to 6,000–8,000 feet (1,800–2,400 m) elevation. Concorde's pressurisation was set to an altitude at the lower end of this range, 6,000 feet (1,800 m).[130] Concorde's maximum cruising altitude was 60,000 feet (18,000 m); subsonic airliners typically cruise below 44,000 feet (13,000 m).

A sudden reduction in cabin pressure is hazardous to all passengers and crew.[131] Above 50,000 feet (15,000 m), a sudden cabin depressurisation would leave a "time of useful consciousness" up to 10–15 seconds for a conditioned athlete.[132] At Concorde's altitude, the air density is very low; a breach of cabin integrity would result in a loss of pressure severe enough that the plastic emergency oxygen masks installed on other passenger jets would not be effective and passengers would soon suffer from hypoxia despite quickly donning them. Concorde was equipped with smaller windows to reduce the rate of loss in the event of a breach,[133] a reserve air supply system to augment cabin air pressure, and a rapid descent procedure to bring the aircraft to a safe altitude. The FAA enforces minimum emergency descent rates for aircraft and noting Concorde's higher operating altitude, concluded that the best response to pressure loss would be a rapid descent.[134] Continuous positive airway pressure would have delivered pressurised oxygen directly to the pilots through masks.[133]

Flight characteristics

Concorde performing a low-level fly-by at an air show in August 1981

While subsonic commercial jets took eight hours to fly from New York to Paris, the average supersonic flight time on the transatlantic routes was just under 3.5 hours. Concorde had a maximum cruise altitude of 18,300 metres (60,000 ft) and an average cruise speed of Mach 2.02 (2,150 km/h; 1,330 mph), more than twice the speed of conventional aircraft.[135]

With no other civil traffic operating at its cruising altitude of about 56,000 ft (17,000 m), Concorde had exclusive use of dedicated oceanic airways, or "tracks", separate from the North Atlantic Tracks, the routes used by other aircraft to cross the Atlantic. Due to the significantly less variable nature of high altitude winds compared to those at standard cruising altitudes, these dedicated SST tracks had fixed co-ordinates, unlike the standard routes at lower altitudes, whose co-ordinates are replotted twice daily based on forecast weather patterns (jetstreams).[136] Concorde would also be cleared in a 15,000-foot (4,570 m) block, allowing for a slow climb from 45,000 to 60,000 ft (14,000 to 18,000 m) during the oceanic crossing as the fuel load gradually decreased.[137] In regular service, Concorde employed an efficient cruise-climb flight profile following take-off.[138]

The delta-shaped wings required Concorde to adopt a higher angle of attack at low speeds than conventional aircraft, but it allowed the formation of large low pressure vortices over the entire upper wing surface, maintaining lift.[139] The normal landing speed was 170 miles per hour (274 km/h).[140] Because of this high angle, during a landing approach Concorde was on the "back side" of the drag force curve, where raising the nose would increase the rate of descent; the aircraft was thus largely flown on the throttle and was fitted with an autothrottle to reduce the pilot's workload.[141]

The only thing that tells you that you're moving is that occasionally when you're flying over the subsonic aeroplanes you can see all these 747s 20,000 feet below you almost appearing to go backwards, I mean you are going 800 miles an hour or thereabouts faster than they are. The aeroplane was an absolute delight to fly, it handled beautifully. And remember we are talking about an aeroplane that was being designed in the late 1950s – mid 1960s. I think it's absolutely amazing and here we are, now in the 21st century, and it remains unique.

— John Hutchinson, Concorde Captain, "The World's Greatest Airliner" (2003)[142]

Brakes and undercarriage

Concorde main undercarriage

Tail bumper of Concorde G-BOAG at the Museum of Flight in Seattle

Because of the way Concorde's delta-wing generated lift, the undercarriage had to be unusually strong and tall to allow for the angle of attack at low speed. At rotation, Concorde would rise to a high angle of attack, about 18 degrees. Prior to rotation the wing generated almost no lift, unlike typical aircraft wings. Combined with the high airspeed at rotation (199 knots or 369 kilometres per hour or 229 miles per hour indicated airspeed), this increased the stresses on the main undercarriage in a way that was initially unexpected during the development and required a major redesign.[143] Due to the high angle needed at rotation, a small set of wheels was added aft to prevent tailstrikes. The main undercarriage units swing towards each other to be stowed but due to their great height also need to contract in length telescopically before swinging to clear each other when stowed.[144] The four main wheel tyres on each bogie unit are inflated to 232 psi (1,600 kPa). The twin-wheel nose undercarriage retracts forwards and its tyres are inflated to a pressure of 191 psi (1,320 kPa), and the wheel assembly carries a spray deflector to prevent standing water being thrown up into the engine intakes. The tyres are rated to a maximum speed on the runway of 250 mph (400 km/h).[145] The starboard nose wheel carries a single disc brake to halt wheel rotation during retraction of the undercarriage. The port nose wheel carries speed generators for the anti-skid braking system which prevents brake activation until nose and main wheels rotate at the same rate.

Additionally, due to the high average take-off speed of 250 miles per hour (400 km/h), Concorde needed upgraded brakes. Like most airliners, Concorde has anti-skid braking – a system which prevents the tyres from losing traction when the brakes are applied for greater control during roll-out. The brakes, developed by Dunlop, were the first carbon-based brakes used on an airliner.[146] The use of carbon over equivalent steel brakes provided a weight-saving of 1,200 lb (540 kg).[147] Each wheel has multiple discs which are cooled by electric fans. Wheel sensors include brake overload, brake temperature, and tyre deflation. After a typical landing at Heathrow, brake temperatures were around 300–400 °C (570–750 °F). Landing Concorde required a minimum of 6,000 feet (1,800 m) runway length, this in fact being considerably less than the shortest runway Concorde ever actually landed on, that of Cardiff Airport.[148]

Droop nose

Main article: Droop-nose

Concorde's drooping nose, developed by Marshall's of Cambridge at Cambridge Airport,[149] enabled the aircraft to switch between being streamlined to reduce drag and achieve optimal aerodynamic efficiency without obstructing the pilot's view during taxi, take-off, and landing operations. Due to the high angle of attack, the long pointed nose obstructed the view and necessitated the capability to droop. The droop nose was accompanied by a moving visor that retracted into the nose prior to being lowered. When the nose was raised to horizontal, the visor would rise in front of the cockpit windscreen for aerodynamic streamlining.[149]

Concorde landing at Farnborough in September 1974

A controller in the cockpit allowed the visor to be retracted and the nose to be lowered to 5° below the standard horizontal position for taxiing and take-off. Following take-off and after clearing the airport, the nose and visor were raised. Prior to landing, the visor was again retracted and the nose lowered to 12.5° below horizontal for maximal visibility. Upon landing the nose was raised to the 5° position to avoid the possibility of damage.[149]

The US Federal Aviation Administration had objected to the restrictive visibility of the visor used on the first two prototype Concordes, which had been designed before a suitable high-temperature window glass had become available, and thus requiring alteration before the FAA would permit Concorde to serve US airports. This led to the redesigned visor used on the production and the four pre-production aircraft (101, 102, 201, and 202).[150] The nose window and visor glass, needed to endure temperatures in excess of 100 °C (210 °F) at supersonic flight, were developed by Triplex.[151]

Operational history

See also: Concorde aircraft histories

1973 Solar Eclipse Mission

Concorde 001 was modified with rooftop portholes for use on the 1973 Solar Eclipse mission and equipped with observation instruments. It performed the longest observation of a solar eclipse to date, about 74 minutes.[152]

Scheduled flights

The official handover ceremony to British Airways of its first Concorde occurred on 15 January 1976 at Heathrow Airport

Concorde in Singapore Airlines livery at Heathrow Airport in 1979

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

Air France Concorde in Zurich Airport in 1998

Air France Concorde at JFK Airport in 2003

Air France Concorde at CDG Airport in 2003

Scheduled flights began on 21 January 1976 on the London–Bahrain and Paris–Rio de Janeiro (via Dakar) routes,[153] 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 call signs.[154] 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 a thrice-weekly service to Dulles on 24 May 1976.[155] Due to low demand, Air France cancelled its Washington service in October 1982, while British Airways cancelled it in November 1994.[156]

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 of New York and New Jersey and a grass-roots campaign led by Carol Berman to continue the ban.[157] In spite of complaints about noise, the noise report noted that Air Force One, at the time a Boeing VC-137, was louder than Concorde at subsonic speeds and during take-off and landing.[158] Scheduled service from Paris and London to New York's John F. Kennedy Airport began on 22 November 1977.[159]

In 1977, British Airways and Singapore Airlines shared a Concorde for flights between London and Singapore International Airport at Paya Lebar via Bahrain. The aircraft, BA's Concorde G-BOAD, was painted in Singapore Airlines livery on the port side and British Airways livery on the starboard side.[160][161] The service was discontinued after three return flights because of noise complaints from the Malaysian government;[162] it could only be reinstated on a new route bypassing Malaysian airspace in 1979. A dispute with India prevented Concorde from reaching supersonic speeds in Indian airspace, so the route was eventually declared not viable and discontinued in 1980.[163]

During the Mexican oil boom, Air France flew Concorde twice weekly to Mexico City's Benito Juárez International Airport via Washington, DC, or New York City, from September 1978 to November 1982.[164][165] The worldwide economic crisis during that period resulted in this route's cancellation; the last flights were almost empty. The routing between Washington or New York and Mexico City included a deceleration, from Mach 2.02 to Mach 0.95, to cross Florida subsonically and avoid creating a sonic boom over the state; Concorde then re-accelerated back to high speed while crossing the Gulf of Mexico. On 1 April 1989, on an around-the-world luxury tour charter, British Airways implemented changes to this routing that allowed G-BOAF to maintain Mach 2.02 by passing around Florida to the east and south. Periodically Concorde visited the region on similar chartered flights to Mexico City and Acapulco.[166]

From December 1978 to May 1980, Braniff International Airways leased 11 Concordes, five from Air France and six from British Airways.[167] These were used on subsonic flights between Dallas-Fort Worth and Washington Dulles International Airport, flown by Braniff flight crews.[168] Air France and British Airways crews then took over for the continuing supersonic flights to London and Paris.[169] The aircraft were registered in both the United States and their home countries; the European registration was covered while being operated by Braniff, retaining full AF/BA liveries. The flights were not profitable and typically less than 50% booked, forcing Braniff to end its tenure as the only US Concorde operator in May 1980.[170][171]

In its early years, the British Airways Concorde service had a greater number of "no shows" (passengers who booked a flight and then failed to appear at the gate for boarding) than any other aircraft in the fleet.[172]

British Caledonian interest

Following the launch of British Airways Concorde services, Britain's other major airline, British Caledonian (BCal), set up a task force headed by Gordon Davidson, BA's former Concorde director, to investigate the possibility of their own Concorde operations.[173][174][175] This was seen as particularly viable for the airline's long-haul network as there were two unsold aircraft then available for purchase.[176][177][178]

One important reason for BCal's interest in Concorde was that the British Government's 1976 aviation policy review had opened the possibility of BA setting up supersonic services in competition with BCal's established sphere of influence. To counteract this potential threat, BCal considered their own independent Concorde plans, as well as a partnership with BA.[179][180] BCal were considered most likely to have set up a Concorde service on the Gatwick–Lagos route, a major source of revenue and profits within BCal's scheduled route network;[181][182] BCal's Concorde task force did assess the viability of a daily supersonic service complementing the existing subsonic widebody service on this route.[177][180][183]

BCal entered into a bid to acquire at least one Concorde.[176][178][183] However, BCal eventually arranged for two aircraft to be leased from BA and Aérospatiale respectively, to be maintained by either BA or Air France. BCal's envisaged two-Concorde fleet would have required a high level of aircraft usage to be cost-effective; therefore, BCal had decided to operate the second aircraft on a supersonic service between Gatwick and Atlanta, with a stopover at either Gander or Halifax.[177] Consideration was given to services to Houston and various points on its South American network at a later stage.[183][184] Both supersonic services were to be launched at some point during 1980; however, steeply rising oil prices caused by the 1979 energy crisis led to BCal shelving their supersonic ambitions.[180]

British Airways buys its Concordes outright

By around 1981 in the UK, the future for Concorde looked bleak. The British government had lost money operating Concorde every year, and moves were afoot to cancel the service entirely. A cost projection came back with greatly reduced metallurgical testing costs because the test rig for the wings had built up enough data to last for 30 years and could be shut down. Despite this, the government was not keen to continue. In 1983, BA's managing director, Sir John King, convinced the government to sell the aircraft outright to the then state-owned British Airways for £16.5 million plus the first year's profits.[185][186] In 2003, Lord Heseltine, who was the Minister responsible at the time, revealed to Alan Robb on BBC Radio 5 Live, that the aircraft had been sold for "next to nothing". Asked by Robb if it was the worst deal ever negotiated by a government minister, he replied "That is probably right. But if you have your hands tied behind your back and no cards and a very skillful negotiator on the other side of the table... I defy you to do any [better]."[187] British Airways was subsequently privatised in 1987.

Operating economics

In 1983, Pan American accused the British Government of subsidising British Airways Concorde air fares, on which a return London–New York was £2,399 (£8154 in 2019 prices), compared to £1,986 (£6751) with a subsonic first class return, and London–Washington return was £2,426 (£8246) instead of £2,258 (£7675) subsonic.[188][189][190]

Research revealed that passengers thought that the fare was higher than it actually was, so the airline raised ticket prices to match these perceptions.[70][191] It is reported that British Airways then ran Concorde at a profit.[192][193]

Its estimated operating costs were $3,800 per block hour in 1972, compared to actual 1971 operating costs of $1,835 for a 707 and $3,500 for a 747; for a 3,050 nmi London–New York sector, a 707 cost $13,750 or 3.04c per seat/nmi, a 747 $26,200 or 2.4c per seat/nmi and the Concorde $14,250 or 4.5c per seat/nmi.[194]

Other services

Between March 1984 and March 1991, British Airways flew a thrice-weekly Concorde service between London and Miami, stopping at Washington Dulles International Airport.[195][196] Until 2003, Air France and British Airways continued to operate the New York services daily. From 1987 to 2003 British Airways flew a Saturday morning Concorde service to Grantley Adams International Airport, Barbados, during the summer and winter holiday season.[197][198]

Prior to the Air France Paris crash, several UK and French tour operators operated charter flights to European destinations on a regular basis;[199][200] the charter business was viewed as lucrative by British Airways and Air France.[201]

In 1997, British Airways held a promotional contest to mark the 10th anniversary of the airline's move into the private sector. The promotion was a lottery to fly to New York held for 190 tickets valued at £5,400 each, to be offered at £10. Contestants had to call a special hotline to compete with up to 20 million people.[202]

Retirement

Concorde's final flight: G-BOAF from Heathrow to Bristol, on 26 November 2003. The extremely high fineness ratio of the fuselage is evident.

A Concorde at the Intrepid Museum in New York City

On 10 April 2003, Air France and British Airways simultaneously announced they would retire Concorde later that year.[203] They cited low passenger numbers following the 25 July 2000 crash, the slump in air travel following the September 11 attacks, and rising maintenance costs: Airbus (the company that acquired Aerospatiale in 2000) had made a decision in 2003 to no longer supply replacement parts for the aircraft. Although Concorde was technologically advanced when introduced in the 1970s, 30 years later, its analogue cockpit was outdated. There had been little commercial pressure to upgrade Concorde due to a lack of competing aircraft, unlike other airliners of the same era such as the Boeing 747.[204] By its retirement, it was the last aircraft in the British Airways fleet that had a flight engineer; other aircraft, such as the modernised 747-400, had eliminated the role.[205]

On 11 April 2003, Virgin Atlantic founder Sir Richard Branson announced that the company was interested in purchasing British Airways' Concorde fleet "for the same price that they were given them for – one pound".[206][207] British Airways dismissed the idea, prompting Virgin to increase their offer to £1 million each.[208][209] 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.[210] 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".[211] The chances for keeping Concorde in service were stifled by Airbus's lack of support for continued maintenance.[212][213][N 6]

It has been suggested that Concorde was not withdrawn for the reasons usually given but that it became apparent during the grounding of Concorde that the airlines could make more profit carrying first-class passengers subsonically.[214] A lack of commitment to Concorde from Director of Engineering Alan MacDonald was cited as having undermined BA's resolve to continue operating Concorde.[215]

Other reasons why the attempted revival of Concorde never happened relate to the fact that the narrow fuselage did not allow for "luxury" features of subsonic air travel such as moving space, reclining seats and overall comfort.[216] In the words of The Guardian's Dave Hall, "Concorde was an outdated notion of prestige that left sheer speed the only luxury of supersonic travel."[216]

Air France

Air France Concorde at Paris-Charles de Gaulle Airport

Air France Concorde in Auto & Technik Museum Sinsheim

Air France made its final commercial Concorde landing in the United States in New York City from Paris on 30 May 2003.[217][218] Air France's final Concorde flight took place on 27 June 2003 when F-BVFC retired to Toulouse.[219]

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.[220] French Concorde F-BVFC was retired to Toulouse and kept functional for a short time after the end of service, in case taxi runs were required in support of the French judicial enquiry into the 2000 crash.[221] The aircraft is now fully retired and no longer functional.[222]

French Concorde F-BTSD has been retired to the "Musée de l'Air" at Paris–Le Bourget Airport near Paris; unlike the other museum Concordes, a few of the systems are being kept functional. For instance, the famous "droop nose" can still be lowered and raised. This led to rumours that they could be prepared for future flights for special occasions.[223]

Air France Concorde on display at Steven F. Udvar-Hazy Center

French Concorde F-BVFB is at the Auto & Technik Museum Sinsheim at Sinsheim, Germany, after its last flight from Paris to Baden-Baden, followed by a spectacular transport to Sinsheim via barge and road. The museum also has a Tupolev Tu-144 on display – this is the only place where both supersonic airliners can be seen together.[224]

In 1989, Air France signed a letter of agreement to donate a Concorde to the National Air and Space Museum in Washington D.C. upon the aircraft's retirement. On 12 June 2003, Air France honoured that agreement, donating Concorde F-BVFA (serial 205) to the Museum upon the completion of its last flight. This aircraft was the first Air France Concorde to open service to Rio de Janeiro, Washington, D.C., and New York and had flown 17,824 hours. It is on display at the Smithsonian's Steven F. Udvar-Hazy Center at Dulles Airport.[225]

British Airways

BA Concorde G-BOAB at London Heathrow Airport. This aircraft flew for 22,296 hours between its first flight in 1976 and its final flight in 2000, and has remained there ever since.

British Airways conducted a North American farewell tour in October 2003. G-BOAG visited Toronto Pearson International Airport on 1 October, after which it flew to New York's John F. Kennedy International Airport.[226] G-BOAD visited Boston's Logan International Airport on 8 October, and G-BOAG visited Washington Dulles International Airport on 14 October.[227]

In a week of farewell flights around the United Kingdom, 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, often overflying them at low altitude.[228][229][230] On 22 October, both Concorde flight BA9021C, a special from Manchester, and BA002 from New York landed simultaneously on both of Heathrow's runways. On 23 October 2003, the Queen consented to the illumination of Windsor Castle, an honour reserved for state events and visiting dignitaries, as Concorde's last west-bound commercial flight departed London.[231]

British Airways retired its Concorde fleet on 24 October 2003.[1] G-BOAG left New York to a fanfare similar to that given for Air France's F-BTSD, while two more made round trips, G-BOAF over the Bay of Biscay, carrying VIP guests including former Concorde pilots, and G-BOAE to Edinburgh. The three aircraft then circled over London, having received special permission to fly at low altitude, before landing in sequence at Heathrow. The captain of the New York to London flight was Mike Bannister.[232] The final flight of a Concorde in the US occurred on 5 November 2003 when G-BOAG flew from New York's JFK Airport to Seattle's Boeing Field to join the Museum of Flight's permanent collection. The plane was piloted by Mike Bannister and Les Broadie, who claimed a flight time of three hours, 55 minutes and 12 seconds, a record between the two cities.[233] The museum had been pursuing a Concorde for their collection since 1984.[234] The final flight of a Concorde worldwide took place on 26 November 2003 with a landing at Filton, Bristol, UK.[235]

All of BA's Concorde fleet have been grounded, drained of hydraulic fluid and their airworthiness certificates withdrawn. Jock Lowe, ex-chief Concorde pilot and manager of the fleet estimated in 2004 that it would cost £10–15 million to make G-BOAF airworthy again.[223] BA maintain ownership and have stated that they will not fly again due to a lack of support from Airbus.[236] On 1 December 2003, Bonhams held an auction of British Airways Concorde artefacts, including a nose cone, at Kensington Olympia in London.[237][238] Proceeds of around £750,000 were raised, with the majority going to charity. G-BOAD is currently on display at the Intrepid Sea, Air & Space Museum in New York.[239] In 2007, BA announced that the advertising spot at Heathrow where a 40% scale model of Concorde was located would not be retained; the model is now on display at the Brooklands Museum, in Surrey, England.[240]

Displays and restoration

Concorde G-BBDG on display at Brooklands Museum

Concorde G-BBDG was used for test flying and trials work. It was retired in 1981 and then only used for spares. It was dismantled and transported by road from Filton to the Brooklands Museum in Surrey where it was restored from essentially a shell.[241] It remains open to visitors to the museum.

Concorde G-BOAB, nicknamed Alpha Bravo, was never modified and returned to service with the rest of British Airways' fleet, and has remained at London Heathrow Airport since its final flight, a ferry flight from JFK in 2000.[242] Although the aircraft was effectively retired, G-BOAB was used as a test aircraft for the Project Rocket interiors that were in the process of being added to the rest of BA's fleet.[243] After retirement of the type, G-BOAB was moved around the apron at Heathrow several times, and can be regularly seen from other aircraft departing or arriving at the airport. Between 2017 and 2018, with its interior largely stripped of fittings and in a poor state, G-BOAB was renovated after spending 17 years exposed to the elements. Since its renovation, G-BOAB has been occasionally used by BA for apprentice training.[citation needed]

One of the youngest Concordes (F-BTSD) is on display at Le Bourget Air and Space Museum in Paris. In February 2010, it was announced that the museum and a group of volunteer Air France technicians intend to restore F-BTSD so it can taxi under its own power.[244] In May 2010, it was reported that the British Save Concorde Group and French Olympus 593 groups had begun inspecting the engines of a Concorde at the French museum; their intent was to restore the airliner to a condition where it could fly in demonstrations.[245]

G-BOAF forms the centrepiece of the Aerospace Bristol museum at Filton, which opened to the public in 2017.[246]

Return to service plan

On 15 September 2015, Club Concorde announced it had secured over £160 million to return an aircraft to service.[247] Club Concorde President Paul James said:[248]

The main obstacle to any Concorde project to date has been "Where's the money?"—a question we heard ad nauseam, until we found an investor. Now that money is no longer the problem it's over to those who can help us make it happen.

The organisation aims to buy the Concorde currently[when?] on display at Le Bourget airport. A tentative date of 2019 had been put forward for the return to flight—50 years after its maiden journey.[249] However, due to regulatory and technical hurdles, some of the aviation community are highly skeptical of the plan, including former Concorde captain and Club Concorde co-founder William "Jock" Lowe, who was quoted in June 2016 saying:[250]

Let's assume you could rip the whole thing apart and ultrasound the fuselage. There are thousands, many thousands of hydraulic seals on the airplane. … Every one of them would have to be remanufactured and replaced. [But] the manufacturing facilities are just not there. … And if you got them all together, what sort of testing regimen would be there? … It took seven years of flight testing to get it into service in the first place.

Operators

Air France

British Airways

Braniff International Airways (1 on short term lease)[170]

Singapore Airlines (1 on short term wet lease)[161]

Accidents and incidents

Air France Flight 4590

Flight 4590 during takeoff

On 25 July 2000, Air France Flight 4590, registration F-BTSC, crashed in Gonesse, France, after departing from Charles de Gaulle Airport en route to John F. Kennedy International Airport in New York City, killing all 100 passengers and nine crew members on board as well as 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 metallic strip that had fallen from a Continental Airlines DC-10 that had taken off minutes earlier. This fragment punctured a tyre on Concorde's left main wheel bogie during take-off. The tyre exploded, and a piece of rubber hit the fuel tank, which caused a fuel leak and led to a fire. 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 altitude or speed. The aircraft entered a rapid pitch-up then a sudden descent, rolling left and crashing tail-low into the Hôtelissimo Les Relais Bleus Hotel in Gonesse.[251]

The claim that a metallic strip caused the crash was disputed during the trial both by witnesses (including the pilot of then French President Jacques Chirac's aircraft that had just landed on an adjacent runway when Flight 4590 caught fire) and by an independent French TV investigation that found a wheel spacer had not been installed in the left-side main gear and that the plane caught fire some 1,000 feet from where the metallic strip lay.[252] British investigators and former French Concorde pilots looked at several other possibilities that the BEA report ignored, including an unbalanced weight distribution in the fuel tanks and loose landing gear. They came to the conclusion that the Concorde veered off course on the runway, which reduced takeoff speed below the crucial minimum. John Hutchinson, who had served as a Concorde captain for 15 years with British Airways, said "the fire on its own should have been 'eminently survivable; the pilot should have been able to fly his way out of trouble'", had it not been for a "lethal combination of operational error and 'negligence' by the maintenance department of Air France" that "nobody wants to talk about".[253][254][255]

On 6 December 2010, Continental Airlines and John Taylor, a mechanic who installed the metal strip, were found guilty of involuntary manslaughter;[256] however, on 30 November 2012, a French court overturned the conviction, saying mistakes by Continental and Taylor did not make them criminally responsible.[257]

Before the accident, Concorde had been arguably the safest operational passenger airliner in the world with zero passenger deaths-per-kilometres travelled; but there had been two prior non-fatal accidents and a rate of tyre damage some 30 times higher than subsonic airliners from 1995 to 2000.[258][259][260][261] 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.[262] The first flight with 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.[263]

The first flight with passengers after the accident took place on 11 September 2001, landing shortly before the World Trade Center attacks in the US. This was not a commercial flight: all the passengers were BA employees.[264] Normal commercial operations resumed on 7 November 2001 by BA and AF (aircraft G-BOAE and F-BTSD), with service to New York JFK, where Mayor Rudy Giuliani greeted the passengers.[265][266]

Other accidents and incidents

Damage to Concorde rudder after 1989 accident

Concorde had suffered two previous non-fatal accidents that were similar to each other.

12 April 1989: A Concorde of British registration, G-BOAF, on a chartered flight from Christchurch, New Zealand, to Sydney, suffered a structural failure in-flight at supersonic speed. As the aircraft was climbing and accelerating through Mach 1.7 a "thud" was heard. The crew did not notice any handling problems, and they assumed the thud they heard was a minor engine surge. No further difficulty was encountered until descent through 40,000 feet at Mach 1.3, when a vibration was felt throughout the aircraft, lasting two to three minutes. Most of the upper rudder had become separated from the aircraft at this point. Aircraft handling was unaffected, and the aircraft made a safe landing at Sydney. The UK's Air Accidents Investigation Branch (AAIB) concluded that the skin of the rudder had been separating from the rudder structure over a period of time before the accident due to moisture seepage past the rivets in the rudder. Furthermore, production staff had not followed proper procedures during an earlier modification of the rudder, but the procedures were difficult to adhere to.[258] The aircraft was repaired and returned to service.[258]

21 March 1992: A Concorde of British registration, G-BOAB, on a scheduled flight from London to New York, also suffered a structural failure in-flight at supersonic speed. While cruising at Mach 2, at approximately 53,000 feet above mean sea level, the crew heard a "thump". No difficulties in handling were noticed, and no instruments gave any irregular indications. This crew also suspected there had been a minor engine surge. One hour later, during descent and while decelerating below Mach 1.4, a sudden "severe" vibration began throughout the aircraft.[259] The vibration worsened when power was added to the No 2 engine, and it was attenuated when that engine's power was reduced. The crew shut down the No 2 engine and made a successful landing in New York, noting only that increased rudder control was needed to keep the aircraft on its intended approach course. Again, the skin had become separated from the structure of the rudder, which led to most of the upper rudder becoming separated in-flight. The AAIB concluded that repair materials had leaked into the structure of the rudder during a recent repair, weakening the bond between the skin and the structure of the rudder, leading to it breaking up in-flight. The large size of the repair had made it difficult to keep repair materials out of the structure, and prior to this accident, the severity of the effect of these repair materials on the structure and skin of the rudder was not appreciated.[259]

The 2010 trial involving Continental Airlines over the crash of Flight 4590 established that from 1976 until Flight 4590 there had been 57 tyre failures involving Concordes during takeoffs, including a near-crash at Dulles Airport on 14 June 1979 involving Air France Flight 54 where a tyre blowout pierced the plane's fuel tank and damaged the port-side engine and electrical cables, with the loss of two of the craft's hydraulic systems.[267]

Aircraft on display

Main article: Concorde aircraft histories

Concorde on display at the Airbus Museum, Toulouse, France

Of the 20 aircraft built, 18 remain in good condition. Many are on display at museums in the United Kingdom, France, the United States, Germany and Barbados.

Comparable aircraft

Tu-144

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

Concorde (left) and Tu-144 in Auto & Technik Museum Sinsheim

Boeing 2707

Lockheed L-2000 mockup

The only supersonic airliner in direct competition with Concorde was the Soviet Tupolev Tu-144, nicknamed "Concordski" by Western European journalists for its outward similarity to Concorde.[268] It had been alleged that Soviet espionage efforts had resulted in the theft of Concorde blueprints, supposedly to assist in the design of the Tu-144.[269] As a result of a rushed development programme, the first Tu-144 prototype was substantially different from the preproduction machines, but both were cruder than Concorde. The Tu-144S had a significantly shorter range than Concorde. Jean Rech, Sud Aviation, attributed this to two things,[270] a very heavy powerplant with an intake twice as long as that on Concorde, and low-bypass turbofan engines with too-high a bypass ratio which needed afterburning for cruise. The aircraft had poor control at low speeds because of a simpler supersonic wing design; in addition the Tu-144 required braking parachutes to land while Concorde used anti-lock brakes.[271] The Tu-144 had two crashes, one at the 1973 Paris Air Show,[272][273] and another during a pre-delivery test flight in May 1978.[274][275]

Later production Tu-144 versions were more refined and competitive. They had retractable canards for better low-speed control, turbojet engines providing nearly the fuel efficiency and range of Concorde[276] and a top speed of Mach 2.35. Passenger service commenced in November 1977, but after the 1978 crash the aircraft was taken out of passenger service after only 55 flights, which carried an average of 58 passengers. The aircraft had an inherently unsafe structural design as a consequence of an automated production method chosen to simplify and speed up manufacturing.[277]

SST and others

Further information: Supersonic transport

The American designs, the "SST" project (for Supersonic Transport) were the Boeing 2707 and the Lockheed L-2000. These were to have been larger, with seating for up to 300 people.[278][279] Running a few years behind Concorde, the Boeing 2707 was redesigned to a cropped delta layout; the extra cost of these changes helped to kill the project.[280] The operation of US military aircraft such as the Mach 3+ North American XB-70 Valkyrie prototypes and Convair B-58 Hustler strategic nuclear bomber had shown that sonic booms were quite capable of reaching the ground,[281] and the experience from the Oklahoma City sonic boom tests led to the same environmental concerns that hindered the commercial success of Concorde. The American government cancelled its SST project in 1971, after having spent more than $1 billion.[282]

The only other large supersonic aircraft comparable to Concorde are strategic bombers, principally the Russian Tu-22, Tu-22M, M-50 (experimental), T-4 (experimental), Tu-160 and the American XB-70 (experimental) and B-1.[283]

Impact

Environmental

Before Concorde's flight trials, developments in the civil aviation industry were largely accepted by governments and their respective electorates. Opposition to Concorde's noise, particularly on the east coast of the United States,[284][285] forged a new political agenda on both sides of the Atlantic, with scientists and technology experts across a multitude of industries beginning to take the environmental and social impact more seriously.[286][287] Although Concorde led directly to the introduction of a general noise abatement programme for aircraft flying out of John F. Kennedy Airport, many found that Concorde was quieter than expected,[70] partly due to the pilots temporarily throttling back their engines to reduce noise during overflight of residential areas.[288] Even before commercial flights started, it had been claimed that Concorde was quieter than many other aircraft.[289] In 1971, BAC's technical director was quoted as saying, "It is certain on present evidence and calculations that in the airport context, production Concordes will be no worse than aircraft now in service and will in fact be better than many of them."[290]

Concorde produced nitrogen oxides in its exhaust, which, despite complicated interactions with other ozone-depleting chemicals, are understood to result in degradation to the ozone layer at the stratospheric altitudes it cruised.[291] It has been pointed out that other, lower-flying, airliners produce ozone during their flights in the troposphere, but vertical transit of gases between the layers is restricted. The small fleet meant overall ozone-layer degradation caused by Concorde was negligible.[291] In 1995, David Fahey, of the National Oceanic and Atmospheric Administration in the United States, warned that a fleet of 500 supersonic aircraft with exhausts similar to Concorde might produce a 2 percent drop in global ozone levels, much higher than previously thought. Each 1 percent drop in ozone is estimated to increase the incidence of non-melanoma skin cancer worldwide by 2 percent. Dr Fahey said if these particles are produced by highly oxidised sulphur in the fuel, as he believed, then removing sulphur in the fuel will reduce the ozone-destroying impact of supersonic transport.[292]

Concorde's technical leap forward boosted the public's understanding of conflicts between technology and the environment as well as awareness of the complex decision analysis processes that surround such conflicts.[293] In France, the use of acoustic fencing alongside TGV tracks might not have been achieved without the 1970s controversy over aircraft noise.[294] In the UK, the CPRE has issued tranquillity maps since 1990.[295]

Some sources say Concorde typically flew 17 miles per U.S. gallon (14 L/100 km; 20 mpg‑imp) per passenger.[296][additional citation(s) needed]

Public perception

Parade flight at Queen's Golden Jubilee in June 2002

Concorde was normally perceived as a privilege of the rich, but special circular or one-way (with return by other flight or ship) charter flights were arranged to bring a trip within the means of moderately well-off enthusiasts.[297]

The aircraft was usually referred to by the British as simply "Concorde".[298] In France it was known as "le Concorde" due to "le", the definite article,[299] used in French grammar to introduce the name of a ship or aircraft,[300] and the capital being used to distinguish a proper name from a common noun of the same spelling.[299][301] In French, the common noun concorde means "agreement, harmony, or peace". [N 7] Concorde's pilots and British Airways in official publications often refer to Concorde both in the singular and plural as "she" or "her".[303][N 8]

As a symbol of national pride, an example from the BA fleet made occasional flypasts at selected Royal events, major air shows and other special occasions, sometimes in formation with the Red Arrows.[304] On the final day of commercial service, public interest was so great that grandstands were erected at Heathrow Airport. Significant numbers of people attended the final landings; the event received widespread media coverage.[305]

In 2006, 37 years after its first test flight, Concorde was announced the winner of the Great British Design Quest organised by the BBC and the Design Museum. A total of 212,000 votes were cast with Concorde beating other British design icons such as the Mini, mini skirt, Jaguar E-Type, Tube map, the World Wide Web, K2 telephone box and the Supermarine Spitfire.[306][307]

Special missions

The Queen and The Duke of Edinburgh disembark Concorde in 1991.

The heads of France and the United Kingdom flew Concorde many times.[308] Presidents Georges Pompidou,[309] Valéry Giscard d'Estaing[310] and François Mitterrand[311] regularly used Concorde as French flagman aircraft in foreign visits. Queen Elizabeth II and Prime Ministers Edward Heath, Jim Callaghan, Margaret Thatcher, John Major and Tony Blair took Concorde in some charter flights such as the Queen's trips to Barbados on her Silver Jubilee in 1977, in 1987 and in 2003, to the Middle East in 1984 and to the United States in 1991.[312] Pope John Paul II flew on Concorde in May 1989.[313]

Concorde sometimes made special flights for demonstrations, air shows (such as the Farnborough, Paris-LeBourget, Oshkosh AirVenture and MAKS air shows) as well as parades and celebrations (for example, of Zurich Airport's anniversary in 1998). The aircraft were also used for private charters (including by the President of Zaire Mobutu Sese Seko on multiple occasions),[314] for advertising companies (including for the firm OKI), for Olympic torch relays (1992 Winter Olympics in Albertville) and for observing solar eclipses, including the solar eclipse of June 30, 1973[152][315][316] and again for the total solar eclipse on August 11, 1999.[317]

Records

The fastest transatlantic airliner flight was from New York JFK to London Heathrow on 7 February 1996 by the British Airways G-BOAD in 2 hours, 52 minutes, 59 seconds from take-off to touchdown aided by a 175 mph (282 km/h) tailwind.[318] On 13 February 1985, a Concorde charter flight flew from London Heathrow to Sydney—on the opposite side of the world—in a time of 17 hours, 3 minutes and 45 seconds, including refuelling stops.[319][320][321]

Concorde also set other records, including the official FAI "Westbound Around the World" and "Eastbound Around the World" world air speed records.[322] On 12–13 October 1992, in commemoration of the 500th anniversary of Columbus' first New World landing, Concorde Spirit Tours (US) chartered Air France Concorde F-BTSD and circumnavigated the world in 32 hours 49 minutes and 3 seconds, from Lisbon, Portugal, including six refuelling stops at Santo Domingo, Acapulco, Honolulu, Guam, Bangkok, and Bahrain.[323]

The eastbound record was set by the same Air France Concorde (F-BTSD) under charter to Concorde Spirit Tours[316] in the US on 15–16 August 1995. This promotional flight circumnavigated the world from New York/JFK International Airport in 31 hours 27 minutes 49 seconds, including six refuelling stops at Toulouse, Dubai, Bangkok, Andersen AFB in Guam, Honolulu, and Acapulco.[324] By its 30th flight anniversary on 2 March 1999 Concorde had clocked up 920,000 flight hours, with more than 600,000 supersonic, many more than all of the other supersonic aircraft in the Western world combined.[325]

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.[326] Due to the restrictions on supersonic overflights within the US the flight was granted permission by the Canadian authorities for the majority of the journey to be flown supersonically over sparsely-populated Canadian territory.

Specifications

Other line drawings of Concorde

Concorde G-BOAC

Data from The Wall Street Journal,[205] The Concorde Story,[327] The International Directory of Civil Aircraft,[72]

General characteristics

Crew: 3 (2 pilots and 1 flight engineer)

Capacity: 92–120 passengers

(128 in high-density layout)[N 9]

Length: 202 ft 4 in (61.66 m)

Wingspan: 84 ft 0 in (25.6 m)

Height: 40 ft 0 in (12.2 m)

Wing area: 3,856 sq ft (358.25 m2)

Empty weight: 173,500 lb (78,700 kg)

Gross weight: 245,000 lb (111,130 kg)

Max takeoff weight: 408,000 lb (185,070 kg)

Fuel capacity: 210,940 lb (95,680 kg)

Fuselage internal length: 129 ft 0 in (39.32 m)

Fuselage width: maximum of 9 ft 5 in (2.87 m) external 8 ft 7 in (2.62 m) internal

Fuselage height: maximum of 10 ft 10 in (3.30 m) external 6 ft 5 in (1.96 m) internal

Maximum taxiing weight: 412,000 lb (187,000 kg)

Powerplant: 4 × Rolls-Royce/Snecma Olympus 593 Mk 610 Afterburning turbojets, 32,000 lbf (140 kN) thrust each dry, 38,050 lbf (169.3 kN) with afterburner

Performance

Maximum speed: 1,354 mph (2,179 km/h, 1,176 kn)

Maximum speed: Mach 2.04

Cruise speed: 1,340 mph (2,158 km/h, 1,164 kn)

Range: 4,488.04 mi (7,222.8 km, 3,900 nmi)

Service ceiling: 60,000 ft (18,300 m)

Rate of climb: 3,500–5,000 ft/min (17–25 m/s) at sea level[328][329]

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

Fuel consumption: 46.85 lb/mi (13.2 kg/km)

Thrust/weight: 0.373

Maximum nose tip temperature: 260 °F (130 °C)

Runway requirement (with maximum load): 3,600 m (11,800 ft)[330]

Notable appearances in media

Main article: Aircraft in fiction § Concorde

See also

flag France portal

flag United Kingdom portal

Aviation portal

BAC 221 used for ogee delta wing research

Barbara Harmer, the first qualified female Concorde pilot.

References

Notes

 In particular, R. T. Jones' work at NACA demonstrated this in depth.

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

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

 This apparently took place some time in 1957, according to Conway's unclear statement about "the following year" which apparently references the first STAC meeting in late 1956.

 "It is the world's most efficient jet engine." -Ricky Bastin, Concorde Engineer[70]

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

 concorde s.f. concord, unity, harmony, peace.[302]

 Quote: Raymond Baxter commentating as Concorde flies for first time: "She rolls ... She flies!"

 BA and Air France Concordes originally had 100 seats. Due to weight considerations Air France removed 8 seats after the safety modifications of CY2000–2001.

Citations

 Lawless, Jill (26 October 2003). "Final Concorde flight lands at Heathrow". Washington Post. Associated Press.

 Towey 2007, p. 359.

 "Ageing luxury jet". BBC News. 25 July 2000.

 Marston, Paul (16 August 2000). "Is this the end of the Concorde dream?". The Daily Telegraph. London.

 United Kingdom Gross Domestic Product deflator figures follow the Measuring Worth "consistent series" supplied in Thomas, Ryland; Williamson, Samuel H. (2018). "What Was the U.K. GDP Then?". MeasuringWorth. Retrieved 2 February 2020.

 "Airliner price index". Flight International. 10 August 1972. p. 183.

 Thomas, Ryland; Williamson, Samuel H. (2019). "What Was the U.S. GDP Then?". MeasuringWorth. Retrieved 6 April 2019. United States Gross Domestic Product deflator figures follow the Measuring Worth series.

 Gordon and Rigmant 2005

 Melik-Karamov [Мелик-Карамов], Vitaly [Виталий] (January 2000). "Life and Death of the Tu-144, [Жизнь и смерть самолёта Ту-144]". No. 3. Flame [Огонёк]. Archived from the original on 15 November 2000.

 Federal Reserve Bank of Minneapolis. "Consumer Price Index (estimate) 1800–". Retrieved 1 January 2020.

 New Design Concepts for High Speed Air Transport edited by H. Sobieczky (1997)

 "Concorde", BBC Timewatch documentary, 2003, By 1962, the cost estimates had already soared from 70 to 150 million pounds." 

"[By 1964], costs had doubled yet again to nearly 300 million pounds."

 Other estimates of total program cost exceeded £2 billion. 

New Design Concepts for High Speed Air Transport edited by H. Sobieczky (1997) 

Quote: 

"The program's cost, through March 1976, was put at between 1.5 and 2.1 billion in 1976 pounds sterling, or between 3.6 and 5.1 billion in 1977 U.S. dollars (yearly weighted exchange rates)."

 In Concorde (BBC Timewatch, 2003) Chris Benjamin, Concorde Administrator (UK) 1971–74 said: "It's really a matter of great regret that an enormous amount of creativity, effort and resources were used to produce this aeroplane which has actually no sustainable benefit at all."

 "Concorde grounded for good". BBC News. 10 April 2003. Retrieved 15 June 2013.

 Owen 2001, p. 35.

 Conway 2005, p. 67.

 Jan Meyer, "High altitude flying with F-104" Archived 3 January 2014 at the Wayback Machine, Starfighterens veneer Norge.

 Maltby, R.L. (1968). "The development of the slender delta concept". Aircraft Engineering. 40. Archived from the original on 26 May 2013.

 Green, John (12 January 2015). "Obituary: Dr Johanna Weber". Royal Aeronautical Society.

 Three Centuries To Concorde, Charles Burnet, Mechanical Engineering Publications Limited, ISBN 0 85298 412 X, p.236

 Eric Brown, "Wings On My Sleeve", Hachette UK, 2008, end of Chapter 12

 Conway 2005, p. 39.

 Winchester 2005b, p. 134.

 Conway 2005, p. 68.

 Conway 2005, p. 69.

 Owen 2001, p. 40.

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

 Memoirs of an aeronautical engineer: flight testing at Ames Research Center. Seth B. Anderson, United States. National Aeronautics and Space Administration. History Office, Ames Research Center. P.38

 Conway 2005, p. 70.

 Owen 2001, p. 49.

 Owen 2001, p. 47.

 Owen 2001, p. 41.

 Owen 2001, p. 50.

 Conway 2005, p. 71.

 Conway 2005, p. 66.

 "Early History." concordesst.com. Retrieved 8 September 2007.

 "Supersonic Concorde unveiled". Milwaukee Sentinel. Associated Press. 12 December 1967. p. 3, part 1.

 Benn, Tony (17 October 2003). "Sonic booms and that 'e' on the end: Tony Benn remembers his role in getting Concorde off the ground". The Guardian. London.

 McIntyre 1992, p. 20.

 Note this British convention is used throughout this article: "In depth: Farewell to Concorde". BBC News. 15 August 2007.

 "About Concorde – main page". British Airways. Retrieved 11 January 2010.

 "concorde – 2003–2360 – Flight Archive". Flight International. Reed Business Information.

 "Concorde Special – Flawed Icon". Flight Global. Reed Business Information. 21 October 2003.

 48 years ago in AW&ST, Aviation Week & Space Technology, 25 May – 7 June 2015, p.14

 Marston, Paul (16 August 2000). "Is this the end of the Concorde dream?". The Daily Telegraph. London.

 "Concordes limited to 16". Virgin Islands Daily News. 5 June 1976.

 Ross 1978, pp. 47–49.

 Ross 1978, p. 49.

 Gunn 2010, p. 45.

 "Aerospace: Pan Am's Concorde Retreat". Time. 12 February 1973.

 "Vertrag mit Luken". Der Spiegel. Vol. 12. 13 March 1967. Retrieved 6 November 2012.

 Peter Pigott: Air Canada, the History. 2014 ISBN 978-1-4597-1952-1. page 104

 Taylor 1965, p. 130.

 Winchester 2005a, p. 134.

 "Pilot Says Concorde Flight "Perfect"". Montreal Gazette. 1 March 1969. Retrieved 30 June 2011.

 "Concorde Tops Speed of Sound for 9 Minutes on a Test Flight". The New York Times. 2 October 1969.

 "1969: Concorde flies for the first time". BBC News. 2 March 1969. Retrieved 8 July 2007.

 Rohrbach, Edward (10 April 1969). "Concorde 002 Makes 1st Flight". Chicago Tribune. Retrieved 30 June 2011.

 "Concorde 001 Makes Its First Atlantic Crossing". Chicago Tribune. 5 September 1971. Retrieved 30 June 2011.

 "Anglo-French Concorde Lands in Brazil to begin Week of Demonstration Flights". Bangor Daily News. 7 September 1971.

 Stern, Michael (3 June 1972). "Concorde Prototype Begins 10-Nation Tour; Britain Shows Optimism For Supersonic Aircraft". The New York Times. Retrieved 30 June 2011.

 Witkin, Richard (21 September 1973). "A Supersonic Concorde Lands in Texas". The New York Times. Retrieved 30 June 2011.

 "Payments for Concorde". British Airways. Retrieved 2 December 2009.

 "Malaysia lifting ban on the use of its Airspace by the Concorde". The New York Times. 17 December 1978. Retrieved 30 June 2011.

 "News from around the world". Herald-Journal. 13 January 1978. Retrieved 30 June 2011.

 Ross 1978, p. 46.

 Favre, C. (1996). Mark B. Tischler (ed.). Advances in aircraft flight control. CRC Press. p. 219. ISBN 978-0-7484-0479-7.

 Masefield, Peter (1 July 1995). "Obituary: Sir Archibald Russell". The Independent. UK.

 "NOVA transcript: Supersonic Dream". PBS. 18 January 2005. JOCK LOWE (Concorde Chief Pilot): We did some research which showed that the Concorde passengers actually didn't know how much the fare was. When we asked them to guess how much it was, they guessed that it was higher than it actually was, so we just started to charge them what they thought they were paying anyway.

 "Rolls-Royce Snecma Olympus". Janes. 25 July 2000. Archived from the original on 6 August 2010.

 Frawley 2003, p. 14.

 "Unified propulsion 8". MIT. Retrieved 8 December 2010.

 Allen, Roy, Concorde The Magnificent, Airliner Classics, July 2012, p.65

 The Development of Piston Aero Engines, Bill Gunston 1999, second edition, Patrick Stephens Limited, ISBN 1 85260 599 5, p.58

 "Concorde – Choice of a light alloy for the construction of the first supersonic commercial aircraft". Revue de l'Aluminium (316): 111–119. March 1964. Archived from the original on 22 August 2012.

 Wolfe, B.S. (1967). "The Concorde Automatic Flight Control System: A description of the automatic flight control system for the Anglo/French SST and its development to date". Aircraft Engineering and Aerospace Technology. 39 (5): 40. doi:10.1108/eb034268. ISSN 0002-2667.

 Schefer, L.J. (1976). "Concorde has designed-in reliability". Hydraulics and Pneumatics. 29: 51–55. Archived from the original on 23 August 2012.

 Collard, D. "Concorde Airframe Design and Development" (PDF). Swiss Association of Aeronautical Services. Archived from the original (PDF) on 9 March 2003. Retrieved 19 January 2016.

 Owen 2001, p. 101.

 "Aircraft Stopping Systems". Aircraft Engineering and Aerospace Technology. 47 (10): 18. 1975. doi:10.1108/eb035278. ISSN 0002-2667.

 Turner, H.G. (1971). "Fuel Management for Concorde: A brief account of the fuel system and the fuel pumps developed for the aircraft". Aircraft Engineering and Aerospace Technology. 43 (3): 36–39. doi:10.1108/eb034738. ISSN 0002-2667.

 Bombers of the West, Bill Gunston, Charles Scribner's Sons, New York, SBN 684-13623-6, p.204

 "British Contribution to Concord Production in France". Aircraft Engineering and Aerospace Technology. 36 (8): 232–237. 1964. doi:10.1108/eb033911. ISSN 0002-2667.

 Owen 2001, p. 206.

 "Supersonic – Transport Implications", Flight, p. 971, 23 December 1960 – via FlightGlobal archive

 "Boundary layer | hawker siddeley | supersonic aircraft | 1960 | 3108 | Flight Archive". Archived from the original on 26 February 2017. Retrieved 26 February 2017.

 Birtles, Philip. Concorde, pp. 62–63. Vergennes, Vermont: Plymouth Press, 2000. ISBN 1-882663-44-6.

 Concorde A Designer's Life The Journey To Mach 2, Ted Talbot 2013, The History Press, ISBN 978 0 7524 8928 5, p.48

 "Aero Engines 1962", Flight International: 1018, 28 June 1962

 Parker, R. (2016). "Aircraft engines: a proud heritage and an exciting future". The Aeronautical Journal. 120 (1223): 131–169. doi:10.1017/aer.2015.6.

 "1971 | 0616 | Flight Archive". Archived from the original on 26 February 2017. Retrieved 26 February 2017.

 "Concorde | 1974 | 1690 | Flight Archive". Archived from the original on 26 February 2017. Retrieved 26 February 2017.

 "Concorde | 1974 | 0593 | Flight Archive". Archived from the original on 26 February 2017. Retrieved 26 February 2017.

 Concorde Airframe Design and Development, D. Collard, Zurich, April 1999, Swiss Association of aeronautical Sciences, ETH-Zentrum, 8092 Zürich p.6

 "SAE International – mobility engineering". Papers.sae.org. Archived from the original on 1 August 2017. Retrieved 21 December 2017.

 Ganley, G.; G. Laviec (1989). "The Rolls Royce/SNECMA Olympus 593 engine operational experience and the lessons learned". European Symposium on the Future of High Speed Air Transport: 73–80. Archived from the original on 21 September 2011. Retrieved 30 June 2011.

 Lynam, Joe (19 July 2006). "Are the skies turning green?". BBC News.

 Ganley, G. A. (September 1991). "Concorde Propulsion - Did We Get It Right? The Rolls-Royce/Snecma Olympus 593 Engine Reviewed". Concorde Propulsion—Did we get it right? The Rolls-Royce/Snecma Olympus 593 Engine reviewed. SAE Technical Paper Series. 1. SAE International. doi:10.4271/912180.

 Rettie and Lewis (November–December 1968). "Design and Development of an Air Intake for a Supersonic Transport Aircraft". Journal of Aircraft. 5 (6).

 "Concorde A Designer's Life" Talbot, ISBN 978 0 7524 8928 5, plate 4

 "An experiment on aerodynamic nozzles at M=2" Reid, Ministry of Aviation, R. & M. No. 3382, p.4

 "Concorde Special – The test pilot – John Cochrane". Flight International. 21 October 2003.

 Woodman, Peter (27 July 2000). "How a Concorde pilot would handle a nightmare failure". Birmingham Post. Archived from the original on 7 February 2012.

 Page, N.; Dale, R. S.; Nelson, N. (8 May 1975). "Engine intake-control" (PDF). Flight: 742–743.

 "1976 | 1835 | Flight Archive". Flightglobal.com. 4 September 1976. Retrieved 15 June 2013.

 Dalton, Alastair. "Supersonic: The enduring allure of Concorde". Scotsman.com, 17 July 2012.

 Eberhart, Jonathan (3 June 1967). "When the SST Is Too Slow.". Science News. 91 (22): 528–529. doi:10.2307/3951418. JSTOR 3951418.

 "The Concorde takes shape: Test programme and construction proceeding according to schedule". Aircraft Engineering and Aerospace Technology. 38 (4): 38. 1966. doi:10.1108/eb034143. ISSN 0002-2667.

 N'guyen, V.P.; J.P. Perrais (1972). "Fatigue Tests on Big Structure Assemblies of Concorde Aircraft". Advanced Approaches to Fatigue Evaluation. NASA SP-309. 309: 631. Bibcode:1972NASSP.309..631N.

 "concorde – 1967–2250 – Flight Archive". flightglobal.com.

 Wallace, James (7 November 2003). "Those who flew the Concorde will miss it". Seattle Post Intelligencer.

 Gedge, G.T.; M.I. Prod (1993). "Introduction to Concorde: A brief review of the Concorde and its prospects". Aircraft Engineering and Aerospace Technology. 40 (3).

 Owen 2001, p. 14.

 "1967 | 0821 | Flight Archive". Flightglobal.com. Retrieved 15 June 2013.

 "Is this the colour of the new millennium?". The Independent. UK. 3 April 1996. Archived from the original on 16 May 2013.

 Frade, Cristina (5 April 1996). "Azul contra rojo". El Mundo.

 Owen 2001, p. 78.

 Kocivar, Ben. "Aboard the Concorde SST." Popular Science, October 1973, p. 117.

 "Flight Refuelling Limited and Concorde: The fuel system aboard is largely their work". Aircraft Engineering and Aerospace Technology. 48 (9): 20–21. September 1976. doi:10.1108/eb035344. ISSN 0002-2667.

 "Celebrating Concorde". British Airways. Retrieved 19 January 2016.

 "CONCORDE SST: CONCORDE B". concordesst.com.

 Strack, William (1987). "Propulsion challenges and opportunities for high-speed transport aircraft". Aeropropulsion: 437–452. Archived from the original on 21 September 2011. Retrieved 30 June 2011.

 Smale, Alison (22 September 1979). "Fuel costs kill Second Generation of Concordes". Sarasota Herald-Tribune.

 "How much radiation might I be exposed to?". British Airways. Retrieved 11 January 2010.

 Guerin, D.W. (1973). "Electronic safety test replaces radioactive test source". Aircraft Engineering and Aerospace Technology. 45 (4): 10. doi:10.1108/eb035011. ISSN 0002-2667.

 "Skin cancer danger linked to stratospheric jet planes". St. Petersburg Times. 1 April 1975.

 "Cosmic radiation". British Airways. Retrieved 11 January 2010.

 Arctowski, Henryk (1940). "On Solar Faculae and Solar Constant Variations" (PDF). Proceedings of the National Academy of Sciences. 26 (6): 406–411. Bibcode:1940PNAS...26..406A. doi:10.1073/pnas.26.6.406. PMC 1078196. PMID 16588370.

 Hepburn, A.N. (1967). "Human Factors in the Concorde" (PDF). Occupational Medicine. 17 (2): 47–51. doi:10.1093/occmed/17.2.47.

 Flight Training Handbook. U.S. Dept. of Transportation, Federal Aviation Administration, Flight Standards Service, 1980. 1980. p. 250.

 Wolff, Mark (6 January 2006). "Cabin Decompression and Hypoxia". PIA Air Safety Publication.

 Nunn 1993, p. 341.

 Happenny, Steve (24 March 2006). "Interim Policy on High Altitude Cabin Decompression – Relevant Past Practice". Federal Aviation Administration.

 Schrader 1989, p. 64.

 Orlebar 2004, p. 84.

 Prestwick Oceanic Area Control Centre: Manual of Air Traffic Services (Part 2). NATS

 Orlebar 2004, p. 92.

 Orlebar 2004, p. 44.

 Schrader 1989, p. 84.

 Orlebar 2004, p. 110.

 Concorde – The World's Greatest Airliner Part 3/4. YouTube. 19 January 2013.

 Rose, David (13 May 2001). "The real story of Flight 4590: Special Investigation". iasa.com.au. Archived from the original on 7 February 2010. Retrieved 26 June 2007.

 Brooklands Museum

 After the Paris accident in 2000 Concorde was fitted with improved tyres uprated to 290 mph (470 km/h).

 Stimson, I.L.; R. Fisher (January 1980). "Design and Engineering of Carbon Brakes". Philosophical Transactions of the Royal Society of London. 294 (1411): 583–590. Bibcode:1980RSPTA.294..583S. doi:10.1098/rsta.1980.0068. JSTOR 36383.

 Owen 2001, p. 118.

 "Concorde takes off from Cardiff". BBC. 18 September 2003. Retrieved 19 January 2016.

 "Droop nose". Flight International. 12 August 1971. pp. 257–258.

 Owen 2001, p. 84.

 "Triplex in Concorde: The story behind the film". Flightglobal.com, 1968. Retrieved 7 June 2011.

 Chris Hatherill (9 March 2016). "When Astronomers Chased a Total Eclipse in a Concorde". Motherboard. Vice.

 Strang, Dr. W.J; R. McKinley (1978). "Concorde in Service". Aircraft Engineering and Aerospace Technology. 50 (12): 2–10. doi:10.1108/eb035500. ISSN 0002-2667.

 "BA Tribute to Concorde. The takeoff scene at the end of the video contains a clip of the ATC communication with the "Speedbird Concorde"". British Airways. Archived from the original on 31 May 2010. Retrieved 11 January 2010.

 Donin, Robert B (1976). "Safety Regulation of the Concorde Supersonic Transport: Realistic Confinement of the National Environmental Policy Act". Transportation Law Journal. HeinOnline. 8: 47. Retrieved 30 June 2011.

 Chandrasekaran, Rajiv (9 November 1994). "Last liftoff: Concorde departs Dulles for good". The Washington Post. Retrieved 8 January 2018.

 O'Grady, Jim (27 April 2003). "Neighborhood Report: The Rockaways; Ears Ringing? It's Cheering Over the Demise of the Concorde". The New York Times. Retrieved 30 June 2011.

 "The Nation: Smooth Landing for the Birds". Time. 5 December 1977. Retrieved 30 June 2011.

 "Concorde facts and figures". British Airways. Retrieved 11 January 2010.

 Warneke, Ross (25 October 1977). "Concorde by June: Offer to Qantas". The Age. Australia.

 "Singapore Concorde flights". The New York Times. 14 October 1977. Retrieved 30 June 2011.

 "London and Singapore halt Concorde service". The New York Times. 17 December 1977. Retrieved 30 June 2011.

 "Concorde route cut". Montreal Gazette. 16 September 1980. Retrieved 30 June 2011.

 "French Concorde to Mexico City". Daytona Beach Morning Journal. 11 August 1978. Retrieved 30 June 2011.

 "Supersonic Jet flights suspended". Daytona Beach Morning Journal. 27 September 1982. Retrieved 30 June 2011.

 Cramoisi, George (2010). Air Crash Investigations: The End of the Concorde Era, the Crash of Air France Flight 4590. Lulu. p. 510. ISBN 978-0-557-84950-5.

 Getze, John (10 February 1977). "Braniff seeks deal to fly Concorde in U.S". Los Angeles Times.

 "Concorde flights to Texas Ok'd". Los Angeles Times. 22 June 1978. Retrieved 30 June 2011.

 "Concorde now reaping profits on N.Y. route". The Spokesman-Review. 23 November 1979. Retrieved 30 June 2011.

 "Braniff to halt US Concorde flights". Milwaukee Journal. 16 April 1980. Retrieved 30 June 2011.

 "Concorde flights between Texas and Europe end; Big Dreams at the start, $1,447 for flight to Paris". The New York Times. 1 June 1980. Retrieved 30 June 2011.

 Allen, Roy, "Concorde The Magnificent," Airliner Classics, July 2012, p.63

 "B.CAL appoints Concorde consultant". Flight International, 24 March 1979, p. 881.

 "Caledonian reports best results". Flight International, 12 May 1979, p. 1547.

 "New job for B.CAL Concorde man". Flight International, 21 July 1979, p. 158.

 "B.CAL to lease unsold Concorde?". Flight International, 24 February 1979, p. 517.

 "Tories support B.CAL's Concorde plan". Flight International, 14 April 1979, p. 1132.

 World News. Flight International, 28 April 1979, p. 1286.

 High Risk: The Politics of the Air, Thomson, A., Sidgwick and Jackson, London, 1990, pp. 316–317.

 B.CAL drops Concorde plans but asks for Hong Kong licence. Flight International, 30 June 1979, p. 2331.

 "BCAL's African Profit..." Flight: 994. 23 December 1971.

 "The Caledonian punchbag", Flight International, 21 March 1987, p. 33.

 "1979 – 1007 – Flight Archive". flightglobal.com.

 "1979 – 1711 – Flight Archive". flightglobal.com.

 Backroom boys – Francis Spufford

 Greenberg, Peter (1 April 1984). "The plane fact is, Concorde has broken the profit barrier for the first time". Chicago Tribune. Retrieved 30 June 2011.

 Kite, Melissa (25 October 2003). "Heseltine admits his humiliation" – via thetimes.co.uk.

 "Concorde fares anger Pan Am". Flight International. 7 January 1984. p. 3.

 "Pan American World Airways Tuesday charged the British government..." UPI. 27 December 1983. Retrieved 3 February 2019.

 "British Airways". The New York Times. 29 December 1983. Retrieved 3 February 2019.

 David Kamp (October 2003). "Hooked on Supersonics". Vanity Fair.

 "The Concorde belies those who foresaw its extinction". The Philadelphia Inquirer. 26 January 1986. Retrieved 30 June 2011.

 Arnold, James (10 October 2003). "Why economists don't fly Concorde". BBC News.

 Peter G. Masefield (10 August 1972). "Can Concorde make a profit?". Flight International. pp. 214–216.

 "Concorde to fly Miami-London route". Miami Herald. 24 January 1984. Retrieved 30 June 2011.

 "Cuts ground Concorde from Miami to London". Miami Herald. 13 January 1991. Retrieved 30 June 2011.

 Jensen, Gregory (27 March 1984). "After eight years, the Concorde flies to supersonic profit". Reading Eagle.

 Calder, Simon (19 October 2013). "Concorde and supersonic travel: the days when the sun rose in the west". The Independent. Retrieved 8 January 2018.

 Greenberg, Peter S. (23 June 1985). "Flying via charter off to New Bustle". Los Angeles Times.

 Clark, Jay (18 January 1986). "Supersonic Concorde 10 years in service and still confounding critics". Toronto Star.

 "Concorde money is in charters". Flight International. 25 January 1986. Retrieved 30 June 2011.

 "I beat 20 m to land last pounds 10 seats on Concorde; Joe grabs bargain of a lifetime." Scottish Daily Record & Sunday (Glasgow, Scotland), 13 February 1997. Retrieved: 13 November 2012.

 "Concorde grounded for good". BBC News. 10 April 2003. Retrieved 30 June 2011.

 Macdonald, Ian S. (1980). "New Aircraft: Where are we heading in the 1980s and 1990s". Aircraft Engineering and Aerospace Technology. 52 (7): 13–17. doi:10.1108/eb035646. ISSN 0002-2667.

 Michaels, Danial (2 October 2003). "Final Boarding Call: As Concorde Departs, so do 3-Man Crews: In New Cockpits, Engineers are seen as Extra Baggage". The Wall Street Journal.

 "Concorde not for sale, says BA". CNN. 11 April 2003. Retrieved 2 June 2013.

 Armstrong, David (11 April 2003). "Fabled Concorde to fly off into sunset / British, French airlines to retire supersonic jet". San Francisco Chronicle. Retrieved 2 June 2013.

 "Virgin Increases Concorde Bid". Space Daily. AFP.

 "Branson increases offer for Concorde". The Daily Telegraph. London. 22 June 2003. Retrieved 2 June 2013.

 Montague, Simon (6 May 2003). "Branson's Concorde bid rejected". BBC News.

 "Branson accuses 'sad' Government of washing its hands of Concorde". Western Mail. 24 October 2003. Retrieved 30 June 2011.

 "Concorde not to fly at air shows". CNN. 30 October 2003. Retrieved 30 June 2011.

 Simpkins, Edward (15 June 2003). "Buffett vehicle to follow in Concorde's slipstream". The Daily Telegraph. London.

 "Concorde: An Untimely and Unnecessary Demise". Travel Insider. 2003. Retrieved 13 January 2010.

 Pevsner, Donald L. "The Betrayal of Concorde". Concorde Spirit Tours. Archived from the original on 2 February 2010. Retrieved 13 January 2010.

 Hall, Dave (5 June 2018). "Supersonic flight: will it ever rise out of the ashes of Concorde?". the Guardian. Retrieved 7 June 2018.

 Lemel, Laurent (30 May 2003). "Concorde makes Final Flight from Paris to New York". Associated Press.

 "French Concorde bids adieu". BBC News. 31 May 2003.

 "Jetting off". Daily Mirror. 28 June 2003. Archived from the original on 4 November 2012. Retrieved 30 June 2011.

 "3,500 due at UK Concorde auction". BBC News. 30 November 2003.

 "Miscellaneous brief articles – Business & Industry". Flight International. Retrieved 30 June 2011.

 "Pourquoi n'a-t-on pas sauvé le Concorde?". TourMag.com. 24 March 2010. Retrieved 30 June 2011.

 Webster, Ben (31 May 2006). "This is not a flight of fancy: Volunteers say Concorde can realise an Olympic dream if BA will help". The Times.

 "Museum Sinsheim". Museum Sinsheim. Archived from the original on 12 May 2010. Retrieved 26 June 2010.

 "Concorde, Fox Alpha, Air France". Smithsnian National Air and Space Museum. Retrieved 19 January 2016.

 Atchison, Marc (2 October 2003). "Concorde's supersonic swan song; Star writer aboard for jet's farewell trip to Toronto Transatlantic sound-breaker a vision of grace". Toronto Star.

 Ramstack, Tom (15 October 2003). "Final flight: British Airways Concorde lands locally for last time". The Washington Post. Archived from the original on 20 January 2012.

 "Last Concorde lands". BBC News. 27 November 2003. Retrieved 30 June 2011.

 "Concorde enjoys Cardiff farewell". BBC News. 23 October 2003.

 "Concorde – The Farewell – A collection of the final flights of the last days of Concorde". Simply Media. 19 April 2004. Retrieved 30 June 2011.

 Magoolaghan, Brian (31 October 2003). "The Concorde Makes A Comeback". Wave of Long Island. Archived from the original on 15 June 2011. Retrieved 30 June 2011.

 "End of an era for Concorde". BBC News. 24 October 2003.

 "Thousands welcome Concorde to Seattle". Seattle Post-Intelligencer.

 Robert Bogash. "Concorde". rbogash.com.

 "BBC News: Last Concorde lands". BBC News. 27 November 2003.

 "Will Concorde ever come out of retirement – e.g. for a Coronation flypast or airshows?". British Airways. Retrieved 14 January 2010.

 "Concorde nose cone sells for half-million at auction". USA Today. 2 December 2003. Retrieved 30 June 2011.

 "Concorde Memorabilia Auction". Getty Images. 1 December 2003. Archived from the original on 4 November 2012. Retrieved 30 June 2011.

 "Exhibits: Concorde". Intrepidmuseum.org. Retrieved 6 March 2011.

 "Heathrow Concorde model removed". BBC News. 30 March 2007.

 "The Brooklands Concorde Project". Brooklands Museum. Retrieved 15 January 2010.

 "G-BOAB (208)". Heritage Concorde. Retrieved 11 November 2018.

 "Concorde Project Rocket". heritage-concorde. Retrieved 5 February 2020.

 "Air France Concorde to taxi again under own power". FlightGlobal. 5 February 2010. Retrieved 5 February 2010.

 "Work starts in £15m plan to get Concorde Flying". BBC News. 29 May 2010. Retrieved 29 May 2010.

 "Concorde's history". Aerospace Bristol. Retrieved 1 April 2018.

 "The Revival of Concorde". Telegraph. Retrieved 19 January 2016.

 "Potential Return to Flight Project". Club Concorde. Archived from the original on 3 February 2016. Retrieved 19 January 2016.

 Coldwell, Will (18 September 2015). "Supersonic breakthrough: Concorde could fly again within four years". The Guardian. Retrieved 18 September 2015.

 "The Concorde May Never Fly Again. Here's Why". Gear Patrol. 6 June 2016.

 Endres 2001, pp. 110–113.

 "What Price Supersonic Grandeur?". 28 March 2016. Archived from the original on 28 March 2016. Retrieved 21 December 2017.

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

 "Concorde: For the Want of a Spacer". Iasa.com. Archived from the original on 7 February 2010. Retrieved 21 December 2017.

 "Untold Story of the Concorde Disaster". Askthepilot.com. Retrieved 21 December 2017.

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

 "Concorde crash: Continental Airlines killings verdict quashed". BBC. Retrieved 19 January 2016.

 Report No: 6/1989. Report on the accident to Concorde 102, G-BOAF over the Tasman Sea, about 140 nm east of Sydney, Australia on 12 April 1989. 1989. Retrieved 25 January 2016.

 Report No: 5/1993. Report on the accident to British Aircraft Corporation/SNIAS Concorde 102, G-BOAB, over the North Atlantic, on 21 March 1992. 1993. Retrieved 25 January 2016.

 "Human Factor Issues Emerge from Concorde Crash Investigation". Air Safety Week. 11 February 2002. Archived from the original on 5 November 2013. Retrieved 9 June 2013.

 "Accident on 25 July 2000 at La Patte d'Oie in Gonesse (95) to the Concorde registered F-BTSC operated by Air France" (PDF). French Bureau Enquêtes-Accidents (BEA), January 2002. pp. 145–147. Retrieved 9 June 2013.

 "Concorde's safety modifications". BBC News. 17 July 2001.

 "Concorde Completes Successful Test Flight". Fox News. 17 July 2001. Archived from the original on 9 February 2011. Retrieved 30 June 2011.

 "Concorde, 100 BA staff fly over Atlantic". United Press International. 11 September 2001.

 Williams, Timothy (7 November 2001). "Concorde returns". Ocala Star-Banner.

 "Concorde 'back where she belongs'". BBC News. 6 November 2001.

 "Joseph A. Harriss examination of Concorde accident history". Archived from the original on 28 March 2016.

 "Soviet Union: Christening the Concordski". Time. 14 November 1977. Retrieved 30 June 2011.

 Gordon, Yefim. Tupolev Tu-144. London: Midland, 2006. ISBN 1-85780-216-0.

 Hans-Reichel, Michael (2012). Subsonic versus Supersonic Business Jets – Full Concept Comparison considering Technical, Environmental and Economic Aspects. diplom.de. p. 4. ISBN 978-3-8428-2809-4.

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

 Deruaz, George (4 June 1973). "Soviet SST stalls, dives into towns". St. Petersburg Times. Retrieved 30 June 2011.

 "Pride of Soviet air fleet explodes during exhibition". Sarasota Journal. 4 June 1973. Retrieved 30 June 2011.

 Fisher, Dan (27 October 1978). "Russia confirms crash of Supersonic Airliner in test: Latest failure of Trouble-plagued TU-144 seen as blow to Soviet hopes of expanding industry". Los Angeles Times.

 "ASN Aircraft accident Tupolev 144D CCCP-77111 Yegoryevsk". Flight Safety Foundation. Retrieved 1 July 2011.

 "The Tu-144: the future that never was". RIA Novosti. 3 January 2008. Retrieved 30 June 2011.

 Fridlyander, Iosif. "Sad Epic of the Tu-144." Messenger of Russian Academy of Sciences, №1, 2002 (in Russian: И.Н. Фридляндер, "Печальная эпопея Ту-144" Archived 28 September 2011 at the Wayback Machine , Вестник РАН, №1, 2002.

 "The United States SST Contenders". Flight International. 13 February 1964. pp. 234–235. Retrieved 30 June 2011.

 Winchester 2005a, p. 84.

 Lyons, Richard D (5 January 1969). "The Russians Lead With the SST..." The New York Times. Retrieved 30 June 2011.

 "B-58's Sonic Boom Rattles Kentuckians". Chicago Daily Tribune. 19 December 1961. Retrieved 30 June 2011.

 "The Nation: Showdown on the SST". Time. 29 March 1971. Retrieved 30 June 2011.

 Hoyle, Craig (26 September 2014). "Kings of the swingers: Top 13 swing-wing aircraft". Flightglobal. Retrieved 19 January 2016.

 "Here Comes the Concorde, Maybe". Time. 16 February 1976. Retrieved 30 June 2011.

 Allen, Robert M. (1976). "Legal and Environmental ramifications of the Concorde". Journal of Air Law and Commerce. J. Air L. & Com., 1976. 42: 433. Retrieved 30 June 2011.

 Hock, R.; R. Hawkins (1974). "Recent studies into Concorde noise reduction". AGARD Noise Mech: 14. Archived from the original on 11 October 2012. Retrieved 30 June 2011.

 Muss, Joshua A. (1977). "Aircraft Noise: Federal pre-emption of Local Control, Concorde and other recent cases". J. Air L. & Com. 43: 753. Retrieved 30 June 2011.

 Endres 2001, p. 90.

 "Reducing noise with type 28 nozzle". Aircraft Engineering and Aerospace Technology. 45 (4): 14. 1973. doi:10.1108/eb035013.

 Aviation Daily, 18 February 1971, p. 263

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

 Newsday (8 October 1995). "Increase in supersonic jets could be threat to ozone". The Baltimore Sun.

 Anderson, Jon (1978). "Decision Analysis in Environmental Decisionmaking: Improving the Concorde Balance". Columbia Journal of Environmental Law. HeinOnline. 5: 156. Retrieved 30 June 2011.

 "Train à grande vitesse causes distress". Environmental Science and Engineering Magazine. November 2001. Archived from the original on 19 November 2018.

 "National and regional tranquillity maps". Campaign to Protect Rural England. Archived from the original on 14 September 2010. Retrieved 25 April 2010.

 "CONCORDE SST: Powerplant". concordesst.com.

 "British Airways Concorde is expected to begin flying passengers again in next 6 weeks". The Dallas Morning News. 23 August 2001. Retrieved 30 June 2011.

 "Farewell to Concorde". BBC News. 15 August 2007. Retrieved 15 January 2010.

 Oxford Language Dictionaries Online – French Resources Archived 12 June 2010 at the Wayback Machine: Glossary of Grammatical Terms

 Centre National de Ressources Textuelles et Lexicales – Définition de LE, LA: article défini, II.3

 Reverso Dictionnaire: La majuscule dans les noms propres ("Capital letters within proper names")

 Ferrar 1980, p. 114.

 "Celebrate Concorde: videos". British Airways. Retrieved 15 January 2010. 

"Documentary of British Airways Concorde introduction". YouTube.

 "Red Arrows fly into Scotland". Daily Record. 12 June 2000. Archived from the original on 16 June 2012. Retrieved 30 June 2011. 

"Million turn out to crown Queen's Jubilee". The Daily Telegraph. London. 4 June 2002. Retrieved 1 April 2010.

 Laville, Sandra (24 October 2003). "Chaos fear at Concorde farewell". The Daily Telegraph. London.

 Jury, Louise (16 March 2006). "Concorde beats Tube map to become Britain's favourite design". The Independent. London.

 "Long list unveiled for national vote on public's favourite example of Great British Design". BBC. 18 November 2016.

 "Concorde Clipreel: Part 9". AP Archive. 

"Heritage Concorde". Archived from the original on 20 October 2013. 

"Concorde chronology". Aviation News Magazine. Archived from the original on 5 March 2016.

 "Concorde Clipreel: Part 8". AP Archive. 

Keystone. "French President Georges Pompidou at the microphone in the cockpit of..." Getty Images.

 "The Amarillo Globe-Times from Amarillo, Texas · Page 31". Newspapers.com. 

"The Ottawa Journal from Ottawa, · Page 29". Newspapers.com.

The New York Times. Giscard Arrives for Talks With Ford[permanent dead link] 

"THE QUEEN'S VISIT TO NORTH AMERICA". millbanksystems.com.

 "François Mitterrand". Telegraph.co.uk. 9 January 1996. 

"French Cosmonaut Aboard: Mitterrand Sees a Soviet Space Launch". latimes. 

"President Francois Mitterrand prepared today to fly by Concorde". Kingston Gleaner, 12 September 1985, p. 9. 

The New York Times. Miitterrand's travels are well received back home

 "Queen Elizabeth II Silver Jubillee Barbados 1977 — Most Historic Concorde Takeoff Ever — Queen's First Flight on Concorde". Burleigh Photo. Retrieved 25 January 2020. 

"Queen and Barbados: Royal visits". The official website of The British Monarchy. Archived from the original on 20 April 2010. Retrieved 16 January 2010. 

"CONCORDE SST: TIMELINE −90's". concordesst.com. 

Barbados Concorde Experience Archived 18 August 2013 at the Wayback Machine, barbadosconcorde.com

 "Concorde F-BTSC – French Production Test Aircraft". Concorde Art World. Archived from the original on 11 May 2008. Retrieved 11 May 2014.

 Tharoor, Ishaan (20 October 2011). "Mobutu Sese Seko". Top 15 Toppled Dictators. Time Magazine. Archived from the original on 24 April 2013. Retrieved 30 April 2013. 

Shaw, Karl; Hajník, Zdeněk (2005) [2004]. Šílenství mocných [Power Mad!] (in Czech). Praha: Metafora. pp. 47, 58. ISBN 978-80-7359-002-4. 

"Zaïre". Concorde-Jet.com. Archived from the original on 3 July 2009. Retrieved 12 December 2013.

 "Concorde Clipreel: Part 14". AP Archive.

 "Concorde Spirit Tours". concorde-spirit-tours.com. Archived from the original on 29 June 2007. Retrieved 28 July 2007.

 "Solar Eclipse Viewed from Concorde". AP Archive. 21 July 2015 [Aug 1999] – via YouTube.

"Concorde eclipse august 99 collector". jean-luc. 5 July 2011 – via YouTube.

 Reuters News Service (9 February 1996). "SST makes record flight". St Louis Post. Retrieved 30 June 2011.

 "Concorde Supersonic Airliner – Record Breaker". concorde-art-world.com. Archived from the original on 11 May 2008.

 "List of Concorde Records in Main Discussion area Forum". Yuku.

 Adrian Swift (15 February 1985). "Late, but the white dart is in time to claim record". The Sydney Morning Herald.

 Cramoisi, George (2010). Air Crash Investigations: The End of the Concorde Era, the Crash of Air France Flight 4590. Lulu. p. 518. ISBN 978-0-557-84950-5.

 "French Concorde to attempt round-the-world record". Anchorage Daily News. 12 October 1992.

 "Concorde jets occupants on record ride". Deseret News. 17 August 1995.

 "Rolls-Royce SNECMA Olympus". Janes. 25 July 2000.

 "Concorde". Museum of Flight. Retrieved 21 August 2011.

 Kelly 2005, p. 52.

 "Aviation Week & Space Technology" (PDF). 17 March 1969: 284. Retrieved 27 January 2019.

 "Concorde Airframe". Heritage Concorde. Retrieved 27 January 2019.

 "Extremely Comprehensive Concorde Relaunch Kit from Air France". Travel News Asia. 17 October 2001.

Bibliography

Conway, Eric (2005). High-Speed Dreams: NASA and the Technopolitics of Supersonic Transportation, 1945–1999. JHU Press. ISBN 978-0-8018-8067-4.

Beniada, Frederic (2006). Concorde. Minneapolis, Minnesota: Zenith Press. ISBN 978-0-7603-2703-6.

Calvert, Brian (2002). Flying Concorde: The Full Story. London: Crowood Press. ISBN 978-1-84037-352-3.

Deregel, Xavier; Lemaire, Jean-Philippe. Concorde Passion. New York: LBM, 2009. ISBN 978-2-915347-73-9.

Endres, Günter (2001). Concorde. St Paul, Minnesota: MBI Publishing Company. ISBN 978-0-7603-1195-0.

Ferrar, Henry, ed. (1980). The Concise Oxford French-English Dictionary. New York: Oxford University Press. ISBN 978-0-19-864157-5.

Frawley, Gerald (2003). The International Directory of Civil Aircraft, 2003/2004. Aerospace Publications. ISBN 978-1-875671-58-8.

Gordon, Yefim; Rigmant., Vladimir (2005). Tupolev Tu-144. Hinckley, Leicestershire, UK: Midland. ISBN 978-1-85780-216-0..

Gunn, John (2010). Crowded Skies. Turnkey Productions. ISBN 978-0-646-54973-6.

Kelly, Neil (2005). The Concorde Story: 34 Years of Supersonic Air Travel. Surrey, UK: Merchant Book Company Ltd. ISBN 978-1-904779-05-6.

Knight, Geoffrey (1976). Concorde: The Inside Story. London: Weidenfeld and Nicolson. ISBN 978-0-297-77114-2.

Lewis, Rob; Lewis, Edwin (2004). Supersonic Secrets: The Unauthorised Biography of Concorde. London: Exposé. ISBN 978-0-9546617-0-0.

McIntyre, Ian (1992). Dogfight: The Transatlantic Battle over Airbus. Westport, Connecticut: Praeger Publishers. ISBN 978-0-275-94278-6.

Nunn, John Francis (1993). Nunn's Applied Respiratory Physiology. Burlington, Maryland: Butterworth-Heineman. ISBN 978-0-7506-1336-1.

Owen, Kenneth (2001). Concorde: Story of a Supersonic Pioneer. London: Science Museum. ISBN 978-1-900747-42-4.

Orlebar, Christopher (2004). The Concorde Story. Oxford, UK: Osprey Publishing. ISBN 978-1-85532-667-5.

Ross, Douglas (March 1978). The Concorde Compromise: The Politics of Decision-making. Bulletin of the Atomic Scientists.

Schrader, Richard K (1989). Concorde: The Full Story of the Anglo-French SST. Kent, UK: Pictorial Histories Pub. Co. ISBN 978-0-929521-16-9.

Taylor, John W. R. (1965). Jane's All the World's Aircraft 1965–66. Marston.

Towey, Barrie (ed.) (2007). Jet Airliners of the World 1949–2007. Tunbridge Wells, Kent, UK: Air-Britain (Historians) Ltd. ISBN 978-0-85130-348-2.

Winchester, Jim (2005a). The World's Worst Aircraft: From Pioneering Failures to Multimillion Dollar Disasters. London: Amber Books Ltd. ISBN 978-1-904687-34-4.

Winchester, Jim (2005b). X-Planes and Prototypes: From Nazi Secret Weapons to the Warplanes of the Future. Amber Books Ltd. ISBN 978-1-84013-815-3.

External links

Wikimedia Commons has media related to Concorde.

Legacy

British Airways Concorde page

Design Museum (UK) Concorde page

Heritage Concorde preservation group site

Articles

Donald Fink (10 March 1969). "Concorde Enters Flight Test Phase" (PDF). Aviation Week & Space Technology.

"First Concorde Supersonic Transport Flies" (PDF). Aviation Week & Space Technology. 17 March 1969.

Capt R. E. Gillman (24 January 1976). "Concorde as viewed from the flightdeck". Flight International.

Dave North (20 October 2003). "End of an Era". Aviation Week & Space Technology.

Videos

"Video: Roll-out." British Movietone/Associated Press. 14 December 1967, posted online on 21 July 2015.

"This plane could cross the Atlantic in 3.5 hours. Why did it fail?." Vox Media. 19 July 2016.

vte

British Aircraft Corporation (BAC) aircraft

145166167(Strikemaster)221Jet ProvostLightningOne-ElevenThree-ElevenTSR-2

International programs AFVGConcordeJaguarTornado

vte

British Aerospace and BAE Systems aircraft

Combat aircraft

HarrierHarrier IIHawk 200JaguarSea HarrierTornadoTornado ADVTyphoon

Patrol and surveillance

NimrodNimrod R1Nimrod AEW3Nimrod MRA4

Trainers

HawkGoshawk

Airliners/Transports

ATPBAe 125BAe 146ConcordeJetstream 31/32Jetstream 41Jetstream 61One-Eleven

Drones (UAVs)

AmpersandCoraxDemonGA22HERTIMantisPhoenixSilver FoxSkylynx II

Combat drones (UCAVs)

FuryTaranis

Development/Concept aircraft

ATSFP.125ReplicaEAPTempestP.1216P.1233-1

vte

Sud Aviation/Aérospatiale aircraft

Fixed-wing aircraft

SE-116 VoltigeurSE-117 VoltigeurATR 42ATR 72ATSFConcordeFouga CM.170 MagisterFouga CM.175 ZéphyrN 262Sud Aviation CaravelleAérospatiale CorvetteSocata TB 30 Epsilon

Helicopters

SA 313 Alouette IISA 315B LamaSA 316 Alouette IIISA 318 Alouette IISA 319 Alouette IIISA 321 Super FrelonSA 330 PumaSA 340/341/342 GazelleAS350 ÉcureuilAS355 Ecureuil 2SA 360 DauphinSA 365/AS365 Dauphin

Other products

Missiles:

Exocet

Space-related:

ArabsatArianeHermesHuygens probeMeteosatSpacebusTurksat

vte

Supersonic transport

Civil aviationSupersonic aircraft list

Withdrawn

from service

ConcordeTupolev Tu-144

Historic

projects

Airliners

Boeing 2707Bristol Type 223Convair Model 58-9Douglas 2229High Speed Civil TransportLAPCATLockheed L-2000Rockwell X-30Sud Aviation Super-CaravelleTupolev Tu-244

Business jets

Aerion SBJSAI Quiet Supersonic TransportSukhoi-Gulfstream S-21Tupolev Tu-444

Current

projects

Airliners

HyperMach SonicStarNext Generation Supersonic TransportReaction Engines A2Zero Emission Hyper Sonic TransportBoom Technology Boom

Business jets

Aerion AS2Gulfstream X-54Spike S-512

See also

Boom XB-1 Baby BoomLockheed Martin X-59 QueSSTQuiet Spike

British Airways

IATA ICAO Callsign

BA BAW SPEEDBIRD

Founded 31 March 1974

AOC # 441

Hubs

Gatwick Airport

Heathrow Airport

Frequent-flyer program Executive Club/Avios

Alliance Oneworld

Subsidiaries

BA CityFlyer

Fleet size 279

Destinations 183

Parent company International Airlines Group

Headquarters Waterside, Harmondsworth, United Kingdom

Key people

Alex Cruz

(Chairman and CEO)[1]

Stephen William Lawrence Gunning

(CFO & Director)

Revenue Increase £13,020 million (2018)[2]

Net income Increase £1,952 million (2018)[2]

Website www.britishairways.com Edit this at Wikidata

British Airways (BA) is the flag carrier airline of the United Kingdom, headquartered at Waterside, Harmondsworth,[3][4] near its main hub at London Heathrow Airport. It is the second largest airline in the United Kingdom, based on fleet size and passengers carried, behind easyJet. In January 2011 BA merged with Iberia, creating the International Airlines Group (IAG), a holding company registered in Madrid, Spain. IAG is the world's third-largest airline group in terms of annual revenue and the second-largest in Europe. It is listed on the London Stock Exchange and in the FTSE 100 Index. British Airways is the first passenger airline to have generated more than $1 billion on a single air route in a year (from 1 April 2017, to 31 March 2018, on the New York JFK - London Heathrow route).[5]

BA was created in 1974 after a British Airways Board was established by the British government to manage the two nationalised airline corporations, British Overseas Airways Corporation and British European Airways, and two regional airlines, Cambrian Airways from Cardiff, and Northeast Airlines from Newcastle upon Tyne. On 31 March 1974, all four companies were merged to form British Airways. However, it is marking 2019 as its centenary based on predecessor companies.[6] After almost 13 years as a state company, BA was privatised in February 1987 as part of a wider privatisation plan by the Conservative government. The carrier expanded with the acquisition of British Caledonian in 1987, Dan-Air in 1992, and British Midland International in 2012. Its preeminence highlights the reach of the country's influence as many of its destinations in several regions were historically part of the British Empire.

It is a founding member of the Oneworld airline alliance, along with American Airlines, Cathay Pacific, Qantas, and the now-defunct Canadian Airlines. The alliance has since grown to become the third-largest, after SkyTeam and Star Alliance.

History

Main article: History of British Airways

A Boeing 747-100 in BOAC-British Airways transition livery. The 747-100 variant was launched in 1966.

Proposals to establish a joint British airline, combining the assets of the British Overseas Airways Corporation (BOAC) and British European Airways (BEA) were first raised in 1953 as a result of difficulties in attempts by BOAC and BEA to negotiate air rights through the British colony of Cyprus. Increasingly BOAC was protesting that BEA was using its subsidiary Cyprus Airways to circumvent an agreement that BEA would not fly routes further east than Cyprus, particularly to the increasingly important oil regions in the Middle East. The Chairman of BOAC, Miles Thomas, was in favour of a merger as a potential solution to this disagreement and had backing for the idea from the Chancellor of the Exchequer at the time, Rab Butler. However, opposition from the Treasury blocked the proposal.[7]

Consequently, it was only following the recommendations of the 1969 Edwards Report that a new British Airways Board, managing both BEA and BOAC, and the two regional British airlines Cambrian Airways based at Cardiff, and Northeast Airlines based at Newcastle upon Tyne, was constituted on 1 April 1972.[8] Although each airline's branding was maintained initially, two years later the British Airways Board unified its branding, effectively establishing British Airways as an airline on 31 March 1974.[9]

Following two years of fierce competition with British Caledonian, the second-largest airline in the United Kingdom at the time, the Government changed its aviation policy in 1976 so that the two carriers would no longer compete on long-haul routes.[10]

British Airways and Air France operated the supersonic airliner Aerospatiale-BAC Concorde, and the world's first supersonic passenger service flew in January 1976 from London Heathrow to Bahrain.[11] Services to the US began on 24 May 1976 with a flight to Washington Dulles airport, and flights to New York JFK airport followed on 22 September 1977. Service to Singapore was established in co-operation with Singapore Airlines as a continuation of the flight to Bahrain.[9] Following the Air France Concorde crash in Paris and a slump in air travel following the 11 September attacks in New York in 2001, it was decided to cease Concorde operations in 2003 after 27 years of service. The final commercial Concorde flight was BA002 from New York JFK to London Heathrow on 24 October 2003.[12]

A British Airways Hawker Siddeley Trident in its transitional scheme with BEA livery but with British Airways titles.

In 1981 the airline was instructed to prepare for privatisation by the Conservative Thatcher government. Sir John King, later Lord King, was appointed chairman, charged with bringing the airline back into profitability. While many other large airlines struggled, King was credited with transforming British Airways into one of the most profitable air carriers in the world.[13] The flag carrier was privatised and was floated on the London Stock Exchange in February 1987.[14] British Airways effected the takeover of the UK's "second" airline, British Caledonian, in July of that same year.[15]

The formation of Richard Branson's Virgin Atlantic in 1984 created a competitor for BA. The intense rivalry between British Airways and Virgin Atlantic culminated in the former being sued for libel in 1993, arising from claims and counterclaims over a "dirty tricks" campaign against Virgin. This campaign included allegations of poaching Virgin Atlantic customers, tampering with private files belonging to Virgin and undermining Virgin's reputation in the City. As a result of the case BA management apologised "unreservedly", and the company agreed to pay £110,000 damages to Virgin, £500,000 to Branson personally and £3 million legal costs.[16] Lord King stepped down as chairman in 1993 and was replaced by his deputy, Colin Marshall, while Bob Ayling took over as CEO.[17] Virgin filed a separate action in the US that same year regarding BA's domination of the trans-Atlantic routes, but it was thrown out in 1999.[16]

British Airways' first Concorde at Heathrow Airport, on 15 January 1976.

In 1992 British Airways expanded through the acquisition of the financially troubled Dan-Air, giving BA a much larger presence at Gatwick airport. British Asia Airways, a subsidiary based in Taiwan, was formed in March 1993 to operate between London and Taipei. That same month BA purchased a 25% stake in the Australian airline Qantas and, with the acquisition of Brymon Airways in May, formed British Airways Citiexpress (later BA Connect).[17] In September 1998, British Airways, along with American Airlines, Cathay Pacific, Qantas, and Canadian Airlines, formed the Oneworld airline alliance. Oneworld began operations on 1 February 1999, and is the third-largest airline alliance in the world, behind SkyTeam and Star Alliance.[15]

Bob Ayling's leadership led to a cost savings of £750m and the establishment of a budget airline, Go, in 1998.[18] The next year, however, British Airways reported an 84% drop in profits in its first quarter alone, its worst in seven years.[19] In March 2000, Ayling was removed from his position and British Airways announced Rod Eddington as his successor. That year, British Airways and KLM conducted talks on a potential merger, reaching a decision in July to file an official merger plan with the European Commission.[20] The plan fell through in September 2000.[21] British Asia Airways ceased operations in 2001 after BA suspended flights to Taipei. Go was sold to its management and the private equity firm 3i in June 2001.[22] Eddington would make further workforce cuts due to reduced demand following 11 September attacks in 2001,[12] and BA sold its stake in Qantas in September 2004.[23] In 2005 Willie Walsh, managing director of Aer Lingus and a former pilot, became the chief executive officer of British Airways.[24] BA unveiled its new subsidiary OpenSkies in January 2008, taking advantage of the liberalisation of transatlantic traffic rights between Europe and the United States. OpenSkies flies non-stop from Paris to New York's JFK and Newark airports.[25]

British Airways and Iberia merged in January 2011, forming International Airlines Group, one of the world's largest airlines.

On July 2008 British Airways announced a merger plan with Iberia, another flag carrier airline in the Oneworld alliance, wherein each airline would retain its original brand.[26] The agreement was confirmed in April 2010,[27] and in July the European Commission and US Department of Transport permitted the merger and began to co-ordinate transatlantic routes with American Airlines.[28][29] On 6 October 2010 the alliance between British Airways, American Airlines and Iberia formally began operations. The alliance generates an estimated £230 million in annual cost-saving for BA, in addition to the £330 million which would be saved by the merger with Iberia.[30][31] This merger was finalised on 21 January 2011, resulting in the International Airlines Group (IAG), the world's third-largest airline in terms of annual revenue and the second-largest airline group in Europe.[27][32] Prior to merging, British Airways owned a 13.5% stake in Iberia, and thus received ownership of 55% of the combined International Airlines Group; Iberia's other shareholders received the remaining 45%.[33] As a part of the merger, British Airways ceased trading independently on the London Stock Exchange after 23 years as a constituent of the FTSE 100 Index.[34]

In September 2010 Willie Walsh, now CEO of IAG, announced that the group was considering acquiring other airlines and had drawn up a shortlist of twelve possible acquisitions.[35] In November 2011 IAG announced an agreement in principle to purchase British Midland International from Lufthansa.[36] A contract to purchase the airline was agreed the next month,[37] and the sale was completed for £172.5 million on 30 March 2012.[38] The airline established a new subsidiary based at London City Airport operating Airbus A318s.[39]

British Airways was the official airline partner of the London 2012 Olympic Games. On 18 May 2012 it flew the Olympic flame from Athens International Airport to RNAS Culdrose while carrying various dignitaries, including Lord Sebastian Coe, Princess Anne, the Olympics minister Hugh Robertson and the London Mayor Boris Johnson, along with the footballer David Beckham.[40]

On 27 May 2017, British Airways suffered a computer power failure. All flights were cancelled and thousands of passengers were affected.[41] By the following day, the company had not succeeded in reestablishing the normal function of their computer systems. When asked by reporters for more information on the ongoing problems, British Airways stated "The root cause was a power supply issue which our affected our IT systems - we continue to investigate this" and declined to comment further.[42] Willie Walsh later attributed the crash to an electrical engineer disconnecting the UPS and said there would be an independent investigation.[43]

Amidst the decline in the value of Iranian currency due to the reintroduction of US sanctions on Iran, BA announced that the Iranian route is "not commercially viable". As a result, BA decided to stop their services in Iran, effective 22 September 2018.[44][45]

In 2019, as part of the celebrations of a centenary of airline operations in the United Kingdom, British Airways announced that four aircraft would receive retro liveries. The first of these is Boeing 747-400 G-BYGC which was repainted into a British Overseas Airways Corporation livery, which it will retain until retirement in 2023. Two more Boeing 747-400s are to be repainted with former British Airways liveries. One will wear the "Landor" livery, the other will wear the original "Union Jack" livery. An Airbus A319 is to be repainted into British European Airways livery.[46]

Corporate affairs

Operations

Main articles: List of British Airways destinations and List of British Airways franchise destinations

British Airways is the largest airline based in the United Kingdom in terms of fleet size, international flights, and international destinations and was, until 2008, the largest airline by passenger numbers. The airline carried 34.6 million passengers in 2008, but, rival carrier easyJet transported 44.5 million passengers that year, passing British Airways for the first time.[47][48] British Airways holds a United Kingdom Civil Aviation Authority Type A Operating Licence, it is permitted to carry passengers, cargo, and mail on aircraft with 20 or more seats.[49]

Waterside, the head office of British Airways.

The airlines' head office, Waterside, stands in Harmondsworth, a village that is near London Heathrow Airport.[50] Waterside was completed in June 1998 to replace British Airways' previous head office, Speedbird House, which was located on the grounds of Heathrow.[51][52]

British Airways' main base is at Heathrow Airport, but it also has a major presence at Gatwick Airport. It also has a base at London City Airport, where its subsidiary BA Cityflyer is the largest operator. BA had previously operated a significant hub at Manchester Airport. Manchester to New York (JFK) services were withdrawn; later all international services outside London ceased when the subsidiary BA Connect was sold. Passengers wishing to travel internationally with BA either to or from regional UK destinations must now transfer in London.[53] Heathrow Airport is dominated by British Airways, which owns 40% of the slots available at the airport.[54] The majority of BA services operate from Terminal 5, with the exception of some flights at Terminal 3 owing to insufficient capacity at Terminal 5.

In August 2014, Willie Walsh advised the airline would continue to use flight paths over Iraq despite the hostilities there. A few days earlier Qantas announced it would avoid Iraqi airspace, while other airlines did likewise. The issue arose following the downing of Malaysia Airlines Flight 17 over Ukraine, and a temporary suspension of flights to and from Ben Gurion Airport during the 2014 Israel–Gaza conflict.[55]

Subsidiaries and shareholdings

BA CityFlyer, a wholly owned subsidiary, offers flights from its base at London City Airport to 23 destinations throughout Europe. It flies 17 Embraer E-170/E-190 aircraft and two leased Saab 2000.[56] The airline focuses on serving the financial market, though it has recently expanded into the leisure market, offering routes to Ibiza, Palma and Venice.[57]

In March 2015, Qatar Airways purchased a 10% stake in International Airlines Group, the parent of British Airways and Iberia, for €1.2 billion (US$1.26 billion).[58]

BEA Helicopters was renamed British Airways Helicopters in 1974 and operated passenger and offshore oil support services until it was sold in 1986.[59] Other former subsidiaries include the German airline Deutsche BA from 1997 until 2003 and the French airline Air Liberté from 1997 to 2001.[60][61] British Airways also owned Airways Aero Association, the operator of the British Airways flying club based at Wycombe Air Park in High Wycombe, until it was sold to Surinder Arora in 2007.[62]

South Africa's Comair and Denmark's Sun Air of Scandinavia have been franchisees of British Airways since 1996.[63][64] British Airways obtained a 15% stake in UK regional airline Flybe from the sale of BA Connect in March 2007.[65] It sold the stake in 2014. BA also owned a 10% stake in InterCapital and Regional Rail (ICRR), the company that managed the operations of Eurostar (UK) Ltd from 1998 to 2010,[66][67] when the management of Eurostar was restructured.

An OpenSkies Boeing 757-200 landing at Frankfurt Airport.

With the creation of an Open Skies agreement between Europe and the United States in March 2008, British Airways started a new subsidiary airline called OpenSkies (previously known as "Project Lauren").[68] The airline started operations in June 2008, and flew directly from Paris—Orly to Newark.[69] However it ceased operations on 2 September 2018 when it was replaced with Level flights on that route.[70]

British Airways Limited was established in 2012 to take over the operation of the premium service between London City Airport and New York-JFK. BA began the service in September 2009, using two Airbus A318s fitted with 32 lie-flat beds in an all business class cabin.[71][72] Flights operate under the numbers previously reserved for Concorde: BA001 – BA004.[73][74] The flights returned to be directly operated by British Airways plc in 2015.

British Airways provides cargo services under the British Airways World Cargo brand. The division has been part of IAG Cargo since 2012 and is the world's twelfth-largest cargo airline based on total freight tonne-kilometres flown.[75] BA World Cargo operates using the main BA fleet. Until the end of March 2014 they also operated three Boeing 747-8 freighter aircraft providing dedicated long-haul services under a wet lease arrangement from Global Supply Systems.[76] The division operates an automated cargo centre at London Heathrow Airport and handles freight at Gatwick and Stansted airports.

Business trends

The key trends for the British Airways Plc Group are shown below.

On the merger with Iberia, the accounting reference date was changed from 31 March to 31 December; figures below are therefore for the years to 31 March up to 2010, for the nine months to 31 December 2010, and for the years to 31 December thereafter:

2008

Mar 2009

Mar 2010

Mar 2010 2011 2012 2013 2014 2015 2016 2017

Turnover (£m) 8,758 8,992 7,994 6,683 9,987 10,827 11,421 11,719 11,333 11,443 12,226

Profit (profit/loss after tax) (£m) 694 −358 −425 170 672 84 281 702 975* 1,345 1,447

Number of employees (average FTE) 41,745 41,473 37,595 35,778 36,164 38,761 38,592 39,710 39,309 39,024 38,347

Number of passengers (m) 34.6 33.1 31.8 24.1 34.2 37.6 39.9 41.5 43.3 44.5 45.2

Passenger load factor (%) 79.1 77.0 78.5 78.5 78.2 79.9 81.3 81.0 81.5 81.2 81.8

Number of aircraft at year end 245 245 238 240 245 273 278 279 284 293 293

Notes/sources [77][78] [78] [78] [79] only 9

months [79] [80] [80] [81] *After deconsolidation

of AGL[82] [83] [84]

Industrial relations

Staff working for British Airways are represented by a number of trade unions, pilots are represented by British Air Line Pilots' Association, cabin crew by British Airlines Stewards and Stewardesses Association (a branch of Unite the Union), while other branches of Unite the Union and the GMB Union represent other employees. Bob Ayling's management faced strike action by cabin crew over a £1 billion cost-cutting drive to return BA to profitability in 1997; this was the last time BA cabin crew would strike until 2009, although staff morale has reportedly been unstable since that incident.[85] In an effort to increase interaction between management, employees, and the unions, various conferences and workshops have taken place, often with thousands in attendance.[86]

In 2005, wildcat action was taken by union members over a decision by Gate Gourmet not to renew the contracts of 670 workers and replace them with agency staff; it is estimated that the strike cost British Airways £30 million and caused disruption to 100,000 passengers.[87] In October 2006, BA became involved in a civil rights dispute when a Christian employee was forbidden to wear a necklace bearing the cross, a religious symbol.[88] BA's practice of forbidding such symbols has been publicly questioned by British politicians such as the former Home Secretary John Reid and the former Foreign Secretary Jack Straw.[89][90]

Relations have been turbulent between BA and Unite. In 2007, cabin crew threatened strike action over salary changes to be imposed by BA management. The strike was called off at the last minute, British Airways losing £80 million.[85] In December 2009, a ballot for strike action over Christmas received a high level of support,[91] action was blocked by a court injunction that deemed the ballot illegal. Negotiations failed to stop strike action in March, BA withdrew perks for strike participants.[92] Allegations were made by the Guardian newspaper that BA had consulted outside firms methods to undermine the unions, the story was later withdrawn.[93] A strike was announced for May 2010, British Airways again sought an injunction. Members of the Socialist Workers Party disrupted negotiations between BA management and Unite to prevent industrial action.[94] Further disruption struck when Derek Simpson, a Unite co-leader, was discovered to have leaked details of confidential negotiations online via Twitter.[95] Industrial action re-emerged in 2017, this time by BA's Mixed Fleet flight attendants, whom were employed on much less favorable pay and terms and conditions compared to previous cabin staff who joined prior to 2010. A ballot for industrial action was distributed to Mixed Fleet crew in November 2016[96] and resulted in an overwhelming yes majority for industrial action.[97] Unite described Mixed Fleet crew as on "poverty pay", with many Mixed Fleet flight attendants sleeping in their cars in between shifts because they cannot afford the fuel to drive home, or operating while sick as they cannot afford to call in sick and lose their pay for the shift. Unite also blasted BA of removing staff travel concessions, bonus payments and other benefits to all cabin crew who undertook industrial action, as well as strike-breaking tactics such as wet-leasing aircraft from other airlines and offering financial incentives for cabin crew not to strike.[98][99] The first dates of strikes during Christmas 2016 were cancelled due to pay negotiations.[100] Industrial action by Mixed Fleet commenced in January 2017 after rejecting a pay offer.[101] Strike action continued throughout 2017 in numerous discontinuous periods, resulting in one of the longest running disputes in aviation history.[102][103][104][105][106] On 31 October 2017, after 85 days of discontinuous industrial action, Mixed Fleet accepted a new pay deal from BA which ended the dispute.[107]

Destinations

Main article: List of British Airways destinations

A British Airways Boeing 747-400 landing at John F. Kennedy International Airport.

British Airways' only Airbus A318-100 parked at John F. Kennedy International Airport. This aircraft operates a special route between London and New York and is equipped with an all-business class configuration (named "Club World London City").

British Airways serves over 160 destinations, including eight domestic and 26 in the United States.[108]

Alliances

British Airways is a member and one of the founders of Oneworld, an airline alliance.

Codeshare agreements

British Airways codeshares with the following airlines:[109]

Aer Lingus

airBaltic

Alaska Airlines

American Airlines

Bangkok Airways

Cathay Pacific

China Eastern Airlines

China Southern Airlines[110]

Finnair

Flybe

Iberia

Japan Airlines

LATAM Brasil

LATAM Chile

Loganair[111][112]

Malaysia Airlines[113]

Qantas

Qatar Airways

Royal Jordanian

S7 Airlines[114]

TAAG Angola Airlines

Vueling

Fleet

The newest addition to British Airways' fleet is the Airbus A350-1000, which they took delivery of in August 2018. As of 25 December 2019, they have 4 in service and are set to operate a total of 18.

A British Airways Boeing 787-8, which is used on long-haul flights to destinations like Osaka, Durban, and Islamabad.

British Airways is the largest operator of the Boeing 747-400. The airline is set to retire all of its 747s by 2024 and replace them with Boeing 777-9s.

Except the Boeing 707 and early Boeing 747 variants from BOAC, British Airways inherited a mainly UK-built fleet of aircraft when it was formed in 1974. The airline introduced the Boeing 737 and Boeing 757 into the fleet in the 1980s, followed by the Boeing 747-400, Boeing 767 and Boeing 777 in the 1990s. BA was the largest operator of Boeing 747-400s, with 57 in its fleet.[15][17] Prior to the introduction of the 787, when Boeing built an aircraft for British Airways, it was allocated the customer code 36, which appeared in their aircraft designation as a suffix, such as 737–436.[115]

In 1991, British Airways placed its first order for 777-200 aircraft, ordering another four for fleet expansion in 2007 at a cost of around US$800 million.[116] BA's first 777s were fitted with General Electric GE90 engines, but BA switched to Rolls-Royce Trent 800s for subsequent aircraft.[117][118]

Later in 2007, BA announced their order of thirty-six new long-haul aircraft, including twelve Airbus A380s and twenty-four Boeing 787 Dreamliners.[119] Rolls-Royce Trent engines were again selected for both orders with Trent 900s powering the A380s and Trent 1000s powering the 787s. The Boeing 787s will replace 14 of British Airways' Boeing 767 fleet, while the Airbus A380s will replace 20 of BA's Boeing 747-400s and will most likely be used to increase capacity on key routes from London Heathrow.

On 1 August 2008, BA announced orders for six Boeing 777-300ERs and options for four more as an interim measure to cover for delays over the deliveries of their 787-8/9s. Of the six that have been ordered, four will be leased and two will be fully acquired by British Airways.[120]

On 22 April 2013, IAG confirmed that it had signed a memorandum of understanding to order 18 A350-1000 XWB aircraft for British Airways, with an option for a further 18. The aircraft would replace some of the airline's fleet of Boeing 747-400s.[121] Options for 18 Boeing 787 aircraft, part of the original contract signed in 2007, have been converted into firm orders for delivery between 2017 and 2021.[122]

On 26 June 2013, British Airways took delivery of its first Boeing 787 Dreamliner. The aircraft began operations to Toronto on 1 September 2013, and began service to Newark on 1 October 2013.[123] BA's first A380 was delivered on 4 July 2013.[124] It began regular services to Los Angeles on 24 September 2013, followed by Hong Kong on 22 October 2013.[125]

At the 2019 Paris Air Show, British Airways owner, IAG, signed a letter of intent to purchase 200 Boeing 737 MAX aircraft, despite the type still being grounded worldwide.[126][127]

In July 2019, the British carrier took delivery of its first Airbus A350-1000 XWB aircraft.[128]

Current fleet

As of February 2020, the British Airways fleet consists of the following aircraft:[129]

British Airways fleet

Aircraft In service Orders Passengers[130][131] Notes

F C T+ T Total

Airbus A318-100 1 — — 32 — — 32

Airbus A319-100 39[132] — — — — 143 143 19 older aircraft to be retired by 2023.[133]

One painted in a British European Airways retro livery.[134]

144 144

Airbus A320-200 67 — — — — 168 168

177 177[135]

Airbus A320neo 10 12[136] — — — 180 180[137]

Airbus A321-200 18 — — 23 — 131 154

— — — 199 199

Airbus A321neo 8 5[136] — — — 220 220[138]

Airbus A350-1000 5 13[136] — 56 56 219 331

Airbus A380-800 12 — 14 97 55 303 469

Boeing 747-400 32 — 14 86 30 145 275 All to be retired by 2024.[139]

To be replaced by Boeing 777-9Xs.[140]

One painted in a BOAC retro livery.[141]

One painted in a 1990s Landor livery.[142]

One painted in a 1970s Negus livery[143]

14 52 36 235 337

Boeing 777-200 2 — 17 48 24 127 216 To be replaced by Boeing 777-300ERs.[144][145]

Boeing 777-200ER 43 — 14 48 40 124 226 Configurations operating from both London airports being phased out by the end of 2021.[146][147]

12 48 32 127 219

— 48 24 203 275

8 49 40 138 235 Configurations operating from Heathrow with new business-class Club Suite. First 3-class aircraft expected in Q2 2020.[146]

— 48 40 184 272

14 48 40 134 236 Configurations operating from Gatwick with previous generation Club World business-class seat.[146]

— 32 52 252 336

— 32 48 252 332

Boeing 777-300ER 12 4[148][149] 14 56 44 185 299 Current configuration expected to be phased out by Q4 2021.[146]

8 76 40 130 254 Configuration with new business-class Club Suite expected to enter service Q3 2020.[146]

Boeing 777-9 — 18[150] 8 65 46 206 325 Order includes 24 options.

First 8 aircraft to be delivered in 2022.[151]

Boeing 787-8 12 — — 35 25 154 214

Boeing 787-9 18 — 8 42 39 127 216

Boeing 787-10 — 12[152] 8 48 35 165 256 First aircraft should be delivered in January 2020, with a total of eight to arrive during 2020.[153]

Total 279 64

Cargo fleet

IAG's cargo division, IAG Cargo, handles cargo operations using capacity on British Airways' passenger aircraft. IAG reached an agreement with Qatar Airways in 2014 to operate flights for IAG Cargo using Boeing 777F of Qatar Airways Cargo.[154]

British Airways World Cargo was the airline's freight division prior to its merger with Iberia Cargo to form IAG Cargo. Aircraft types used by the division between 1974 and 1983 were Vickers 953C,[155] Boeing 707-300C[156] and Boeing 747-200F[157] while the Boeing 747-400F was operated from the 1990s to 2001 through Atlas Air and 2002 to early 2012 by Global Supply Systems, of these only one of Atlas Air's aircraft wore BA livery,[158] the others flew in Atlas and Global Supply's own colours. From 2012 until the termination of Global Supply System's contract in 2014, three Boeing 747-8F aircraft were flown for British Airways World Cargo.[159]

A BA Super VC10 in 1975.

A Concorde (registered as G-BOAD), which set the passenger airliner world speed record, on display in December 2005.

A Boeing 757-200 at London Heathrow Airport in 2007.

Former fleet

This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed.

Find sources: "British Airways" – news · newspapers · books · scholar · JSTOR (February 2017) (Learn how and when to remove this template message)

Aircraft Introduced Retired

Airbus A320-100 1988[160] 2007

BAC One-Eleven 400 1974[a] 1988

BAC One-Eleven 500 1974[b] 1993

BAe 146–200 1989 1994

BAe ATP 1989 1994

Boeing 707-300 1974[c][d] 1984

Boeing 707-400 1974[d] 1981

Boeing 737-200 1977 2001

Boeing 737-300 1988 2009

Boeing 737-400 1997 2015

Boeing 737-500 1996 2009

Boeing 747-100 1974[d] 1999

Boeing 747-200 1977 2002

Boeing 757-200 1983 2010[161]

Boeing 767-300ER 1990 2018[162]

Aérospatiale-BAC Concorde 1976 2003[163]

Hawker Siddeley Trident 1974[b] 1985

Hawker Siddeley HS 748 1975 1989

Lockheed L-1011-1 TriStar 1975 1983

Lockheed L-1011-200 TriStar 1980 1991

Lockheed L-1011-500 TriStar 1979 1983

McDonnell Douglas DC-10 1988 1999

Vickers VC10 1974[d] 1981

Vickers Vanguard 1974[b] 1975

Vickers Viscount 1974[a] 1982

British Airways Engineering

The airline has its own engineering branch to maintain its aircraft fleet, this includes line maintenance at over 70 airports around the world.[164] As well as hangar facilities at Heathrow and Gatwick airport it has two major maintenance centres at Glasgow and Cardiff Airports.

Marketing

Branding

British Airways' promotional banner above the check in desks at Heathrow Airport's Terminal 5.

Mylius Modern, a custom-made typeface used by British Airways.

The musical theme predominantly used on British Airways advertising is "The Flower Duet" by Léo Delibes.[165] This, and the slogan "The World's Favourite Airline" were introduced in 1989 with the launch of the iconic "Face" advertisement.[166] The slogan was dropped in 2001 after Lufthansa overtook BA in terms of passenger numbers.[167] "Flower Duet" is still used by the airline, and has been through several different arrangements since 1989. The most recent version of this melody was shown in 2007 with a new slogan: "Upgrade to British Airways".[168] Other advertising slogans have included "The World's Best Airline", "We'll Take More Care of You", and "Fly the Flag".[169]

BA had an account for 23 years with Saatchi & Saatchi, an agency that created many of their most famous advertisements, including the influential "Face" campaign. Saatchi & Saatchi later imitated this advert for Silverjet, a rival of BA, after BA discontinued their business activities.[170] Since 2007, BA has used Bartle Bogle Hegarty as its advertising agency.[171]

British Airways purchased the internet domain ba.com in 2002 from previous owner Bell Atlantic,[172] 'BA' being the company's acronym and its IATA Airline code. In 2011, BA launched its biggest advertising campaign in a decade, including a 90-second cinematic advert celebrating the airline's ninety-year heritage and a new slogan "To Fly. To Serve".[173]

British Airways is the official airline of the Wimbledon Championship tennis tournament, and was the official airline and tier one partner of the 2012 Summer Olympics and Paralympics.[174][175] British Airways was also the official airline of England's bid to host the 2018 Football World Cup.[176]

High Life, founded in 1973, is the official in-flight magazine of the airline.[177]

Liveries, logos, and tail fins

Main article: History of British Airways § Liveries and logos

One of the four retro liveries to celebrate the 100th anniversary of British Airways and its predecessors. This aircraft (registered as G-BNLY) is painted in the Landor Associates design.

The aeroplanes that British Airways inherited from the four-way merger between BOAC, BEA, Cambrian, and Northeast were temporarily given the text logo "British airways" but retained the original airline's livery. With its formation in 1974, British Airways' aeroplanes were given a new white, blue, and red colour scheme with a stylized Union Jack painted on their tail fins, designed by Negus & Negus. In 1984, a new livery designed by Landor Associates updated the airline's look as it prepared for privatization.[178] For celebrating centenary, BA announced four retro liveries...three on Boeing 747-400 aircraft (one in each of BOAC, Negus & Negus, and Landor Associates liveries), and one A319 in BEA livery.

Further information: British Airways ethnic liveries

Current BA aircraft bear Chatham Dockyard Union flag tail art.

In 1997, there was a controversial change to a new Project Utopia livery; all aircraft used the corporate colours consistently on the fuselage, but tailfins bore one of multiple designs.[179] Several people spoke out against the change, including the former Prime Minister Margaret Thatcher, who famously covered the tail of a model 747 at an event with a handkerchief, to show her displeasure.[180] BA's traditional rival, Virgin Atlantic, took advantage of the negative press coverage by applying the Union flag to the winglets of their aircraft along with the slogan "Britain's national flagcarrier".[181]

In 1999, the CEO of British Airways, Bob Ayling, announced that all BA planes would adopt the tailfin design Chatham Dockyard Union Flag originally intended to be used only on the Concorde, based on the Union Flag.[182] All BA aircraft have since borne the Chatham Dockyard Union flag variant of the Project Utopia livery, except for the four retro aircraft.

Loyalty programmes

British Airways' tiered loyalty programme, called the Executive Club, includes access to special lounges and dedicated "fast" queues.[183] BA also invites its top corporate accounts to join a "Premier" incentive programme. British Airways operates airside lounges for passengers travelling in premium cabins, and these are available to certain tiers of Executive Club members.[184] First class passengers, as well as Gold Executive Club members, are entitled to use First Class Lounges. Business class passengers (called Club World or Club Europe in BA terms) as well as Silver Executive Club members may use Business lounges.[185] At airports in which BA does not operate a departure lounge, a third party lounge is often provided for premium or status passengers.[186] In 2011, due to the merger with Iberia, British Airways announced changes to the Executive Club to maximise integration between the airlines.[187] This included the combination and rebranding of Air Miles, BA Miles and Iberia Plus points as the IAG operated loyalty programme Avios.

Inflight magazines

high life Magazine is British Airways' complimentary inflight magazine. It is available to all customers across all cabins and aircraft types.

high life shop Magazine is British Airways' inflight shopping magazine. It is available to all customers on all aircraft where the inflight shopping range can be carried.

First life is a complimentary magazine offered to all customers travelling in the First cabin. It has a range of articles including fashion, trends and technology with an upmarket target audience.

Business life is a complimentary magazine targeted at business travellers and frequent flyers. The magazine can be found in all short haul aircraft seat pockets, in the magazine selection for Club World customers and in lounges operated by British Airways.

Cabins and services

British Airways' Euro Traveller cabin, installed on all of the airline's narrow-body aircraft.

A next generation Club World seat. These seats are available on all of BA's wide-body aircraft, except the Airbus A350-1000 XWB.

Short haul

Economy class

Euro Traveller is British Airways' economy class cabin on all short-haul flights within Europe, including domestic flights within the UK.[188] Heathrow and Gatwick based flights are operated by Airbus A320 series aircraft. Standard seat pitch varies from 29" to 34" depending on aircraft type and location of seat.

All flights from Heathrow and Gatwick have a buy on board system with a range of food provided by Marks and Spencer.[189] Purchases can only be made by using credit and debit card or by using Frequent Flyer Avios points.[190] British Airways are rolling out Wi-Fi across its fleet of aircraft with 90% expected to be Wi-Fi enabled by 2020.[191]

Scheduled services operated by BA Cityflyer currently offer complimentary onboard catering. The service will switch to buy on board in the future.

Business class

Club Europe is the short-haul business class on all short-haul flights. This class allows for access to business lounges at most airports.[192][193] Club Europe provides seats in a 2–2 configuration on narrowbody aircraft, with the middle seat not used. Instead, a table folds up from under the middle seat on refurbished aircraft.[15][194] Pillows and blankets are available on longer flights.

In-flight entertainment is offered on selected longer flights operated by some A320 aircraft.[195] Complimentary headphones are provided to all customers on services where IFE is available.

Mid-haul and long haul

First class

First is offered on British Airways' Airbus A380s, Boeing 747-400s, Boeing 777-300ERs, Boeing 787-9s and on some of their Boeing 777-200s. There are fourteen (eight on 787-9) private cabins on most of these aircraft, each with a 6 ft 6 in (1.98 m) bed, a 15-inch (38 cm) wide entertainment screen, and in-seat power.[196][197] Dedicated British Airways 'Galleries First' lounges are available at some airports. The exclusive 'Concorde Room' lounges at Heathrow Terminal 5 and New York JFK airports offer pre-flight dining with waiter service and more intimate space. Business lounges are used where these are not available. They are also testing VR entertainment on select first class flights, whose catalog features 2D, 3D and 360-degree content.[198]

Club World

Club World is the mid-haul and long-haul business class cabin. It is offered on all Boeing 777, Boeing 787, Boeing 747-400, Airbus A318, Airbus A380, and selected Airbus A321 aircraft.[199][200] The cabin features fully convertible flat bed seats. In 2006, British Airways launched Next Generation New Club World, featuring larger seats.[15] The Club World cabins are all configured in a similar design on widebody aircraft with aisle seats facing forwards, while middle seats and window seats face backwards (British Airways is one of only five carriers with backwards facing Business class seats; American Airlines, Etihad Airways, United Airlines and Qatar Airways are the others). In March 2019, BA unveiled its new business class seats on the new A350 aircraft, which feature a suite with a door.[201]

World Traveller Plus

World Traveller Plus is the premium economy class cabin provided on all A380, B747, B777, and B787 aircraft.[188] This cabin offers wider seats, extended leg-room, additional seat comforts such as larger IFE screen (on most aircraft) a foot rest and power sockets.[202] A complimentary 'World Traveller' bar is offered along with an upgraded main meal course.

World Traveller

World Traveller is the mid-haul and long-haul economy class cabin. It offers seat-back entertainment, complimentary food and drink, pillows, and blankets.[188][203][204] AVOD personal TV screens are available on all A321s, A380s, B747s, B777s, and B787s.[205] AC power outlets and USB plug-in points are offered in every seat row on the Airbus A380, Boeing 787, Boeing 777-300ER and on refurbished 777-200 aircraft. The outlets accept both UK and US plugs.

Incidents and accidents

British Airways is known to have a strong reputation for safety and was rated as one of the top 20 safest airlines globally in 2017 and 2018 according to Business Insider and AirlineRatings.com.[206][207]

Since BA's inception in 1974, it has been involved in three hull-loss incidents (British Airways Flight 149 was destroyed on the ground at Kuwait International Airport as a result of military action during the First Gulf War with no one on board) and two hijacking attempts. To date, the only fatal accident experienced by a BA aircraft occurred in 1976 with British Airways Flight 476 which was involved in a midair collision later attributed to an error made by air traffic control.

The damaged British Airways Flight 38, photographed on 17 January 2008.

On 22 November 1974, British Airways Flight 870 was hijacked shortly after take-off from Dubai for London Heathrow. The Vickers VC10 landed at Tripoli for refuelling before flying on to Tunis. The captain, Jim Futcher, returned to the aircraft to fly it knowing the hijackers were on board. A hostage, 43-year-old German banker Werner Gustav Kehl, was shot in the back. The hijackers eventually surrendered after 84 hours. Futcher was awarded the Queen's Gallantry Medal, the Guild of Air Pilots and Air Navigators Founders Medal, the British Air Line Pilots Association Gold Medal and a Certificate of Commendation from British Airways for his actions during the hijacking.[208][209][210][211]

On 10 September 1976, a Trident 3B on British Airways Flight 476 departed from London Heathrow to Istanbul. It collided in mid-air with an Inex Adria DC9-31 near Zagreb.[212] All 54 passengers and 9 crew members on the BA aircraft died. This is the only fatal accident to a British Airways aircraft since the company's formation in 1974.

On 24 June 1982, British Airways Flight 9, a Boeing 747-200 registration G-BDXH, flew through a cloud of volcanic ash and dust from the eruption of Mount Galunggung. The ash and dust caused extensive damage to the aircraft, including the failure of all four engines.[213] The crew managed to glide the plane out of the dust cloud and restart all four of its engines, although one later had to be shut down again. The volcanic ash caused the cockpit window to be scratched to such an extent that it was difficult for the pilots to see out of the plane. However, the aircraft made a successful emergency landing at Halim Perdanakusuma International Airport just outside Jakarta. There were no fatalities or injuries.[214]

On 10 June 1990, British Airways Flight 5390, a BAC One-Eleven flight between Birmingham and Málaga, suffered a windscreen blowout due to the fitting of incorrect bolts the previous day. The Captain suffered major injuries after being partially blown out of the aircraft, but the co-pilot landed the plane safely at Southampton Airport.[215]

On 2 August 1990, British Airways Flight 149 landed at Kuwait International Airport four hours after the Iraqi invasion of Kuwait. The aircraft, a Boeing 747-100 G-AWND, was destroyed, and all passengers and crew were captured. Two of the landing gears were salvaged, and are on display in Waterside, BA Headquarters in London.[216][217]

On 29 December 2000, British Airways Flight 2069 was en route from London to Nairobi when a mentally ill passenger entered the cockpit and grabbed the controls. As the pilots struggled to remove the intruder, the Boeing 747-400 stalled twice and banked to 94 degrees. Several people on board were injured by the violent manoeuvres, which briefly caused the aircraft to descend at 30,000 ft per minute[citation needed]. The man was finally restrained with the help of several passengers, and the co-pilot regained control of the aircraft. The flight landed safely in Nairobi.

On 17 January 2008, British Airways Flight 38, a Boeing 777-200ER G-YMMM, from Beijing to London crash-landed approximately 1,000 feet (300 m) short of London Heathrow Airport's runway 27L, and slid onto the runway's displaced threshold. The aircraft sustained damage to its landing gear, wing roots and engines, resulting in the first hull loss of a Boeing 777. There were no fatalities, but there was one serious injury and 12 minor injuries. The accident was caused by icing in the fuel system, resulting in a loss of power.

On 24 May 2013, British Airways Flight 762, using an Airbus A319-131 and registered as G-EUOE, returned to London Heathrow Airport after fan cowl doors detached from both engines shortly after takeoff. During the approach a fire broke out in the right engine and persisted after the engine was shut down. The aircraft landed safely with no injuries to the 80 people on board. A preliminary accident report revealed that the cowlings had been left unlatched following overnight maintenance. The separation of the doors caused airframe damage and the right hand engine fire resulted from a ruptured fuel pipe.

On 22 December 2013, British Airways Flight 34, a Boeing 747–436 G-BNLL, hit a building at O. R. Tambo International Airport in Johannesburg after missing a turning on a taxiway. The starboard wing was severely damaged but there were no injuries amongst the crew or 189 passengers, however four members of ground staff were injured when the wing smashed into the building.[218] The aircraft was officially withdrawn from service in February 2014.[219]

On 8 September 2015, British Airways Flight 2276, a Boeing 777-236ER G-VIIO, aborted its takeoff at Las Vegas' McCarran International Airport due to an uncontained engine failure[220] of its left (#1) General Electric GE90 engine, which led to a substantial fire. The aircraft was evacuated on the main runway. All 157 passengers and 13 crew escaped the aircraft, at least 14 people sustaining minor injuries.[221][222][223]

Between 21 August 2018 and 5 September 2018, hackers carried out a "sophisticated, malicious criminal attack" on the website of the airline. Around 380,000 transactions were affected by this web skimming attack.[224][225] The company was subsequently fined £183 million (1.5% of turnover) in July 2019, by the Information Commissioner's Office, the highest ever fine handed by the ICO at the time of issuing.[226][227]

See also

Air transport in the United Kingdom

Plane Saver Credit Union

Transport in the United Kingdom

Portals

Access related topics

Aviacionavion.pngAviation portalIndustry5.svgCompanies portalClock Tower - Palace of Westminster, London - May 2007 icon.pngLondon portalFlag of the United Kingdom.svgUnited Kingdom portal

Notes

 Inherited from British Airways Regional Division

 Inherited from BEA

 Inherited from British Airtours

 Inherited from BOAC

References

 Davies, Rob (6 November 2015). "British Airways: Alex Cruz to replace Keith Williams as chairman". The Guardian. Archived from the original on 10 November 2015. Retrieved 11 November 2015.

 "Annual Report and Accounts 2018" (PDF). iairgroup.com. International Airlines Group. Retrieved 9 September 2019.

 Dron, Alan (6 January 2017). "British Airways aims to mitigate strike effect". Air Transport World. Archived from the original on 12 January 2017.

 "Get to know the flag carriers of the European countries". AirMundo. Archived from the original on 9 April 2018. Retrieved 8 April 2018.

 Reed, Dan. "New York-London Is The World's First Billion-Dollar Airline Route". Forbes. Retrieved 29 April 2019.

 Airways, British. "BRITISH AIRWAYS' CENTENARY LAUNCHES WITH A LOVE LETTER TO BRITAIN FEATURING THE BEST OF BRITISH TALENT". mediacentre.britishairways.com. Retrieved 15 May 2019.

 Robin Higham, Speedbird: The Complete History of BOAC (London: IB Tauris, 2013) p.117

 Airliner World (Cambrian Airways – The Welsh Dragon: New routes and turboprops), Key Publishing, Stamford, UK, September 2012, p. 71

 "Explore our past: 1970–1979". British Airways. Archived from the original on 18 June 2013. Retrieved 6 July 2013.

 "UK abandons long-haul competition". Flight International. 7 August 1975. p. 173. Archived from the original on 15 March 2012. Retrieved 30 June 2010.

 "Concorde starts regular service". Eugene Register-Guard. 26 January 1976. Retrieved 27 June 2010.

 "Explore Our Past:2000 – present". British Airways. Archived from the original on 24 April 2010. Retrieved 20 June 2010.

 Thackray, Rachelle (12 February 1998). "A-Z of Employers". The Independent. Archived from the original on 2 November 2012. Retrieved 27 June 2010.

 Marshall, Tyler (24 October 1992). "After much fanfare, the sale of British Airways set to begin". The Independent. London. Archived from the original on 25 September 2015. Retrieved 25 August 2017.

 "Explore our past: 1980–1989". British Airways. Archived from the original on 19 April 2010. Retrieved 8 June 2010.

 "BA dirty tricks against Virgin cost £3m". BBC: On This Day. 11 January 1993. Archived from the original on 7 March 2008. Retrieved 23 October 2006.

 "Explore our past: 1990–1999". British Airways. Archived from the original on 17 April 2010. Retrieved 8 June 2010.

 "International Business; British Airways Ousts Chief After Four Tumultuous Years". The New York Times. 11 March 2000. Archived from the original on 5 April 2012. Retrieved 13 June 2009.

 Sorkin, Andrew (29 August 1999). "Market Insight: Seeing Fool's Gold in Airlines' Cheap Seats". The New York Times. Archived from the original on 5 April 2012. Retrieved 27 June 2010.

 "Airlines aim for merger". BBC News. 13 July 2000. Archived from the original on 16 February 2003. Retrieved 16 July 2013.

 "Airlines end merger plans". BBC News. 21 September 2000. Archived from the original on 7 December 2008. Retrieved 16 July 2013.

 "BA sells Go for £100m". BBC News. 14 June 2001. Archived from the original on 12 July 2007. Retrieved 16 July 2013.

 "BA to sell off 18% Qantas stake". BBC News. 8 September 2004. Retrieved 10 July 2013.

 Lavery, Brian (9 March 2005). "International Business; Former Chief of Aer Lingus To Get British Air's Top Post". The New York Times. Archived from the original on 28 July 2018. Retrieved 27 June 2010.

 Jemima Bokaie (9 January 2008). "BA brands new airline 'Open Skies'". Brand Republic. Archived from the original on 9 October 2008. Retrieved 27 June 2010.

 Brothers, Caroline (30 July 2008). "British Airways in Merger Talks". The New York Times. Archived from the original on 31 May 2013. Retrieved 30 July 2008.

 "British Airways and Iberia sign merger agreement". BBC News. 8 April 2010. Archived from the original on 19 October 2011. Retrieved 23 October 2011.

 Rowley, Emma (15 July 2010). "EC approves BA alliance with American Airlines and Iberia". The Telegraph. London. Archived from the original on 16 July 2010. Retrieved 15 July 2010.

 Kamal Ahmed (14 February 2010). "British Airways given approval for tie up with American Airlines and Iberia". The Telegraph. Archived from the original on 20 March 2014. Retrieved 15 July 2013.

 Wilson, Elliot (14 July 2010). "British Airways' three-way alliance cleared for takeoff". Daily Mail. London. Archived from the original on 27 November 2013. Retrieved 16 July 2010.

 "Airlines unveil 'new deal for transatlantic flyers'". The Independent. London. 8 October 2010. Archived from the original on 9 November 2012. Retrieved 8 October 2010.

 "Iberia expects to complete merger with British Airways in January". Daily Nation. 27 October 2010. Archived from the original on 22 July 2011. Retrieved 18 November 2010.

 "BA and Iberia agree merger deal". BBC News. 12 November 2009. Archived from the original on 26 November 2010. Retrieved 23 October 2011.

 "British Airways trades for last time ahead of Iberia merger". The Guardian. UK. 20 January 2011. Archived from the original on 1 January 2014. Retrieved 21 January 2011.

 Wearden, Graeme (6 September 2010). "British Airways most likely to buy LAN Airlines first – Paddy Power". The Guardian. London. Archived from the original on 13 November 2013. Retrieved 6 September 2010.

 "Lufthansa and IAG reach agreement in principle on the sale of British Midland Ltd" (Press release). Deutsche Lufthansa AG. 4 November 2011. Archived from the original on 7 December 2011. Retrieved 2 December 2011.

 Alistair Osborne & Amy Wilson (22 December 2011). "British Airways owner IAG seals deal to buy BMI for £172.5m". The Telegraph. Archived from the original on 28 December 2011. Retrieved 1 January 2012.

 Douglas Fraser (30 March 2012). "Is British Airways giving up enough to buy BMI?". BBC News. Archived from the original on 2 April 2012. Retrieved 3 April 2012.

 David Kaminski-Morrow (13 June 2012). "BA to operate A318 on new flight". Flightglobal. Archived from the original on 30 August 2012. Retrieved 12 September 2012.

 Claire Heald (18 May 2012). "Olympic torch: Flame arrives in UK for 2012 torch relay". BBC News. Archived from the original on 16 October 2013. Retrieved 15 July 2013.

 British Airways: Chaos continues at Heathrow. BBC News. https://www.bbc.com/news/uk-40074751 Archived 22 February 2018 at the Wayback Machine Accessed 28 May 2017.

 Five questions for BA over IT crash. Wesson, Bill. BBC News. https://www.bbc.com/news/business-40075721 Archived 19 June 2018 at the Wayback Machine Accessed 28 May 2017.

 British Airways IT chaos was caused by human error. BBC News. https://www.bbc.co.uk/news/business-40159202 Archived 20 August 2018 at the Wayback Machine Accessed 5 June 2017.

 "BA and Air France to stop flights to Iran". BBC News. 23 August 2018. Archived from the original on 23 August 2018. Retrieved 24 August 2018.

 Reuters. "British Airways, Air France to Halt Flights to Iran as of Next Month". VOA. Archived from the original on 23 August 2018. Retrieved 24 August 2018.

 Kingsley-Jones, Max. "PICTURES: BOAC 747 retrojet marks British Airways centenary". Flight Global. Archived from the original on 18 February 2019. Retrieved 18 February 2019.

 "British Airways Traffic Statistics 2008". British Airways. Archived from the original on 20 June 2009. Retrieved 16 July 2010.

 "Passenger statistics for December 2008". EasyJet. Archived from the original on 29 January 2009. Retrieved 24 February 2008.

 "Description of UK Civil Aviation Authority Type A Operating Licence". Civil Aviation Authority. Archived from the original on 11 March 2007. Retrieved 5 September 2009.

 "About British Airways – Waterside". British Airways. Archived from the original on 31 August 2009. Retrieved 27 February 2010.

 "World Airline Directory: 26 March – 1 April 1997". Flight International. 26 March 1997. Archived from the original on 19 November 2015. Retrieved 3 October 2010.

 Willcock, John. "People and Business: Toy story is just a fable Archived 21 June 2017 at the Wayback Machine." The Independent. Wednesday 7 October 1998. Retrieved 27 February 2010. "This is a lot more complimentary than the nickname for BA's old head office, Speedbird House, universally known as "Birdseed House". How cheap."

 "Flights hit by BA sale to Flybe". BBC News. 5 March 2007. Archived from the original on 21 October 2012. Retrieved 23 October 2011.

 Gow, David (21 January 2004). "BA outbid for Heathrow slots". The Guardian. UK. Archived from the original on 27 August 2013. Retrieved 23 October 2011.

 "British Airways CEO insists flights over Iraq are safe". The UK News. Archived from the original on 8 August 2014. Retrieved 2 August 2014.

 "BA CityFlyer to add one more Embraer 190 jet to its fleet". The-european.eu. 28 March 2012. Archived from the original on 13 February 2013. Retrieved 7 October 2012.http://www.embraer.com/en-US/ImprensaEventos/Press-releases/noticias/Pages/BA-CITYFLYER-ACRESCENTA-MAIS-UM-JATO-EMBRAER-190-A-SUA-FROTA.aspx Archived 1 April 2012 at the Wayback Machine

 "About BA CityFlyer". Bacityflyerjobs.com. 2013. Archived from the original on 28 August 2013. Retrieved 6 July 2013.

 Jameson, Angela (9 March 2015). "British Airways a good pick for Qatar". The National. Archived from the original on 12 March 2015. Retrieved 12 March 2015.

 "SDR Helicopters Acquires British Airways Helicopters Privatised by British Airways PLC". Alacra Store. 23 September 1986. Archived from the original on 18 April 2012. Retrieved 28 June 2010.

 Harrison, Michael (3 June 2003). "BA pays £49m to offload loss making Deutsche BA". The Independent.[dead link]

 Nundy, Julian (29 April 1994). "British Airways, flying in the face of French pride". The Independent. Archived from the original on 5 October 2017. Retrieved 25 August 2017.

 "History of BAFC". Airways Aero Associations. Archived from the original on 11 March 2008. Retrieved 11 September 2009.

 "BA franchising forays into South Africa". Flight International. 19 June 1996. Archived from the original on 15 March 2012. Retrieved 23 October 2011.

 Kingsley-Jones, Max (15 May 1996). "BA's franchising goes offshore". Flightglobal. Archived from the original on 15 March 2012. Retrieved 23 October 2011.

 "Completion of acquisition by Flybe of BA connect". Flybe. 5 March 2007. Archived from the original on 25 February 2008.

 "Ownership & Structure". Eurostar. Archived from the original on 8 May 2009. Retrieved 5 September 2009.

 "Eurostar restructure sees UK expand rail stake". AllRailJobs.co.uk. Archived from the original on 23 October 2013. Retrieved 18 November 2015.

 "BA to launch 'open skies' airline". BBC News. 9 January 2008. Archived from the original on 11 January 2013. Retrieved 23 October 2011.

 Done, Kevin (28 July 2008). "BA takes OpenSkies to Amsterdam". Financial Times. Retrieved 31 July 2008.

 iairgroup.com - LEVEL LAUNCHES FOUR ROUTES FROM PARIS ORLY WITH FARES FROM €99 Archived 17 February 2019 at the Wayback Machine 28 November 2017

 Kaminski-Morrow, David. "Exclusive: British Airways A318 all-business cabin revealed". Flightglobal. Archived from the original on 13 January 2012. Retrieved 23 October 2011.

 "British Airways orders two Airbus A318s to launch London City-New York route". Forbes. Archived from the original on 30 May 2008. Retrieved 27 May 2008.

 "British Airways Picks A318 Over Boeing 717 For Narrowbody Purchase". aeroworldnet.com. Archived from the original on 18 June 2008. Retrieved 12 September 2009.http://www.pprune.org/cabin-crew-wannabes/print-264389-ba-cityflyer-3.html Archived 19 November 2015 at the Wayback Machine

 "BA All Business Flights to Include Westbound Fuel Stop in Shannon Airport, Republic of Ireland". Flightglobal. Archived from the original on 15 March 2012. Retrieved 23 October 2011.

 "BA World Cargo Adds to Surcharge". Traffic World. 25 August 2005.

 "Atlas Air invests in new UK airline". Atlas Air Inc. (Press release). 12 April 2001. Archived from the original on 26 February 2003. Retrieved 19 December 2006.

 "BA Annual Report 2008" (PDF). British Airways Plc. Archived (PDF) from the original on 4 March 2016. Retrieved 18 November 2015.

 "BA Annual Report 2010" (PDF). British Airways Plc. Archived (PDF) from the original on 4 March 2016. Retrieved 18 November 2015.

 "BA Annual Report 2011". British Airways Plc. Archived from the original on 31 December 2015. Retrieved 18 November 2015.

 "BA Annual Report 2013". British Airways Plc. Archived from the original on 31 December 2015. Retrieved 18 November 2015.

 "BA Annual Report 2014". British Airways Plc. Archived from the original on 31 December 2015. Retrieved 18 November 2015.

 "BA Annual Report 2015". British Airways Plc. Archived from the original on 5 February 2016. Retrieved 16 April 2016.

 British Airways Plc Annual Report and Accounts year ended 31 December 2016 (Report). International Consolidated Airlines Group S.A. 24 February 2017. Archived from the original on 14 March 2019. Retrieved 24 May 2018.

 British Airways Plc Annual Report and Accounts year ended 31 December 2017 (Report). International Consolidated Airlines Group S.A. 22 February 2018. Archived from the original on 14 March 2019. Retrieved 24 May 2018.

 Milmo, Dan (15 December 2009). "BA strike: conflict that was always on airline's flight path". The Guardian. London. Archived from the original on 8 September 2013. Retrieved 4 July 2010.

 Bamber, G.J., Gittell, J.H., Kochan, T.A. & von Nordenflytch, A. (2009). "chapter 5". Up in the Air: How Airlines Can Improve Performance by Engaging their Employees. Cornell University Press, Ithaca. Retrieved 18 November 2015.

 "Gate Gourmet probes union claims". BBC News. 18 August 2005. Archived from the original on 18 January 2013. Retrieved 23 October 2011.

 "Woman to sue BA in necklace row". BBC News. 15 October 2006. Archived from the original on 15 November 2011. Retrieved 23 October 2011.

 Cockcroft, Lucy (19 January 2010). "BA 'wrong' to ban Christian from wearing cross because it 'plays into extremists' hands'". The Telegraph. Archived from the original on 15 April 2016. Retrieved 2 April 2018.

 Merrick, Jane; Sam Greenhill (24 November 2006). "Jack Straw joins chorus of condemnation over BA's 'cross' ban". Daily Mail. Archived from the original on 27 November 2013. Retrieved 1 November 2011.

 "British Airways cabin crew vote for Christmas strike". BBC News. 14 December 2009. Archived from the original on 19 December 2010. Retrieved 24 October 2011.

 "BA Strikers to forfeit cheap travel perks". BBC News. 24 March 2010. Archived from the original on 19 December 2010. Retrieved 24 October 2011.

 "Apology to Frank Burchill". The Guardian. 2 April 2010. Archived from the original on 1 January 2014. Retrieved 6 June 2010.

 "Right to Work conference shows opposition to BA boss Willie Walsh". Socialist Worker. 22 May 2010. Archived from the original on 27 May 2010. Retrieved 6 June 2010.

 "Unite union says BA strike to go ahead". BBC News. 23 May 2010. Retrieved 16 July 2010.

 "British Airways cabin crew to vote for possible industrial action". The Guardian. 11 November 2016. Archived from the original on 3 August 2017. Retrieved 19 July 2017.

 "British Airways crew vote for Heathrow strike". BBC News. 14 December 2016. Archived from the original on 6 January 2017. Retrieved 19 July 2017.

 "British Airways strike: everything you need to know about 1 July cabin crew walkout". The Independent. 27 June 2017. Archived from the original on 15 July 2017. Retrieved 19 July 2017.

 "British Airways cabin crew to stage new two-week strike". International Business Times. 19 July 2017. Archived from the original on 19 July 2017. Retrieved 19 July 2017.

 "British Airways cabin crews suspend strikes over Christmas". The Guardian. 22 December 2016. Archived from the original on 3 August 2017. Retrieved 19 July 2017.

 "British Airways strike: Cabin crew declare new 48-hour walkout after rejecting pay offer". The Independent. 3 January 2017. Archived from the original on 3 August 2017. Retrieved 19 July 2017.

 "BA cabin crew strike extended to August bank holiday". Sky News. 3 August 2017. Archived from the original on 3 August 2017. Retrieved 3 August 2017.

 "British Airways crew to strike for further two weeks". STV News. 19 July 2017. Archived from the original on 3 August 2017. Retrieved 19 July 2017.

 "Cabin crew at British Airways to stage 14-day strike in pay dispute". Belfast Telegraph. 19 July 2017. Archived from the original on 19 July 2017. Retrieved 19 July 2017.

 "BREAKING NEWS: Yet more misery for BA passengers as cabin crew announce ANOTHER two weeks of strikes in pay dispute". Daily Mail. 19 July 2017. Archived from the original on 22 July 2017. Retrieved 19 July 2017.

 "BA crew set to strike for further two weeks in August". ITV News. 19 July 2017. Archived from the original on 19 July 2017. Retrieved 19 July 2017.

 "British Airways cabin crew land new pay deal to end strikes". Sky News. 31 October 2017. Archived from the original on 1 November 2017. Retrieved 4 November 2017.

 Smith, Patrick (10 July 2009). "Ask the Pilot: Welcome to the Six Continent Club!". Salon. Archived from the original on 14 July 2009. Retrieved 25 October 2009.http://www.salon.com/2009/07/10/askthepilot326/ Archived 19 November 2015 at the Wayback Machine

 "Profile on British Airways". CAPA. Centre for Aviation. Archived from the original on 1 November 2016. Retrieved 1 November 2016.

 Airways, British. "British Airways - BRITISH AIRWAYS SIGNS CODESHARE AGREEMENT WITH CHINA SOUTHERN AIRLINES". mediacentre.britishairways.com. Archived from the original on 22 December 2017. Retrieved 20 December 2017.

 "Rising number of flights spark fear that island airport will be overwhelmed with passengers". HeraldScotland. Archived from the original on 17 August 2017. Retrieved 17 August 2017.

 "Loganair Lands BA Tie-up". Airliner World (October 2017): 5.

 https://www.routesonline.com/news/38/airlineroute/286749/british-airways-malaysia-airlines-begins-codeshare-partnership-from-oct-2019/

 Liu, Jim (18 April 2019). "British Airways expands S7 Airlines domestic Russia codeshare in S19". Routesonline. Retrieved 18 April 2019.

 "CAA Aircraft Register (Boeing aircraft registered to British Airways)". Civil Aviation Authority. Archived from the original on 11 May 2008. Retrieved 5 September 2009.

 "Boeing and British Airways complete deal for four 777-200ERs; Boeing 777 is logical complement to British Airways' wide-body fleet". M2 Presswire. 28 March 2007. Archived from the original on 29 June 2012. Retrieved 28 June 2010.

 "Rolls-Royce lands US jets deal". Birmingham Evening Mail. 18 August 1998. Archived from the original on 3 November 2012. Retrieved 18 November 2015 – via Highbeam.

 Howard Mustoe; Steve Rothwell. "British Airways Picks Troubled Rolls Engine for A380s". Bloomberg. Archived from the original on 29 December 2013. Retrieved 15 July 2013.

 "BA opts for A380 and Dreamliner". BBC News. 27 September 2007. Retrieved 27 September 2007.

 Dunkley, Jamie (1 August 2008). "BA warns that ticket prices will jump as routes are axed". The Daily Telegraph. London. Retrieved 1 August 2008.

 "IAG to order 18 A350s for BA". Flightglobal.com. 22 April 2013. Archived from the original on 1 August 2014. Retrieved 29 July 2014.

 "Airbus A350 for British Airways", Airliner World, p. 5, June 2013

 Ellison, Marc (2 September 2013). "BA Dreamliner completes inaugural London-Toronto flight". Toronto Star. Archived from the original on 5 September 2013. Retrieved 13 September 2013.

 "BA's first A380 superjumbo arrives at Heathrow airport". BBC News. 4 July 2013. Archived from the original on 4 July 2013. Retrieved 4 July 2013.

 Wall, Robert. "British Airways to Fly First A380s to Los Angeles, Hong Kong". Bloomberg. Archived from the original on 8 March 2013. Retrieved 5 March 2013.

 "Boeing 737 Max: BA-owner IAG signs deal to buy 200 planes". BBC. Retrieved 20 June 2019.

 "BA parent company reveals plans to buy 200 Boeing 737 Max jets". The Guardian. Retrieved 20 June 2019.

 Matt Griffin (26 July 2019). "British Airways receives its first Airbus A350". International Flight Network. Retrieved 13 August 2019.

 "GINFO Search Results Summary". Civil Aviation Authority. 12 October 2019. Archived from the original on 12 October 2019. Retrieved 12 October 2019. Aircraft operated by AOC holder British Airways PLC

 "Fleet facts". britishairways.com. Archived from the original on 30 August 2018. Retrieved 12 May 2018.

 "Seat maps". britishairways.com. Archived from the original on 8 December 2016. Retrieved 7 November 2018.

 "British Airways A319 G-EUOI Withdrawn". The BA Source. Retrieved 4 November 2019.

 "IAG Capital Day Presentation". Archived from the original on 4 November 2017. Retrieved 1 March 2019.

 Boon, Thomas (22 February 2019). "British Airways To Paint Airbus A319 in Retro BEA Livery". Simple Flying. Archived from the original on 6 March 2019. Retrieved 3 March 2019.

 "A320 | the BA Source". Archived from the original on 18 December 2018. Retrieved 18 December 2018.

 Airbus Commercial Aircraft (31 July 2018). "Orders and Deleveries". Toulouse: Airbus S.A.S. Archived from the original on 20 September 2012. Retrieved 8 August 2018.

 "Exclusive: British Airways short-haul seating explained". Business Traveller. Archived from the original on 14 August 2018. Retrieved 1 March 2019.

 "A321Neo | the BA Source". Archived from the original on 5 December 2018. Retrieved 5 December 2018.

 "Last BA 747-400 to leave fleet in early 2024". Flightglobal. 6 November 2017. Archived from the original on 7 November 2017. Retrieved 6 November 2017.

 "British Airways Chooses Boeing 777 to Replace 747s". www.bloomberg.com. Archived from the original on 28 February 2019. Retrieved 28 February 2019.

 "British Airways to paint B747 with retro BOAC livery". Business Traveller. Archived from the original on 6 March 2019. Retrieved 3 March 2019.

 Tribune, Aviation (1 March 2019). "British Airways Unveils Third Heritage Livery". Aviation Tribune | Aviation News. Archived from the original on 6 March 2019. Retrieved 3 March 2019.

 "Negus design to complete British Airways Heritage Set". mediacentre.britishairways.com.

 IAG Capital Markets Day 2017 Transcript, p. 46

 "British Airways News from IAG's Capital Markets Day". London Air Travel. 3 November 2017. Archived from the original on 20 April 2018. Retrieved 20 April 2018.

 "LGW & LHR selected 777s go 10-abreast (3-4-3) in Y 2018 onwards". Flyertalk. Retrieved 26 January 2020.

 "Boeing 777-200 - About BA - British Airways". www.britishairways.com. Retrieved 1 March 2019.

 "Boeing: Boeing Signs Deal for Up to 42 777X Airplanes with International Airlines Group". www.boeing.com. Archived from the original on 2 March 2019. Retrieved 1 March 2019.

 "IAG Capital Markets Day 2018". International Airlines Group. Archived from the original on 14 March 2019. Retrieved 5 January 2019.

 "Boeing Signs Deal for Up to 42 777X Airplanes with International Airlines Group". MediaRoom. Archived from the original on 28 February 2019. Retrieved 28 February 2019.

 Cummins, Nicholas. "British Airways Set To Receive First 8 Boeing 777Xs In 2022". Simple Flying. Retrieved 10 November 2019.

 "Boeing 787 Orders and Deliveries". The Boeing Company. 30 June 2018. Archived from the original on 19 July 2018. Retrieved 8 August 2018.

 Boon, Tom. "British Airways Announces First Boeing 787-10 Route". Simple Flying. Retrieved 19 November 2019.

 "IAG Cargo signs freight deal with Qatar Airways". IAG Cargo. 17 January 2014. Archived from the original on 1 February 2014. Retrieved 21 January 2014.

 "BA Cargo Vickers 963C". Airliners.net. 9 October 2011. Archived from the original on 25 March 2014. Retrieved 7 October 2012.

 "BA Cargo 707-330C". Airliners.net. 6 May 1980. Archived from the original on 25 March 2014. Retrieved 7 October 2012.

 "BA Cargo 747-200F". Airliners.net. 21 January 2001. Archived from the original on 25 March 2014. Retrieved 7 October 2012.

 "BA Cargo World Tails 747-400F". Airliners.net. 23 October 1999. Archived from the original on 25 March 2014. Retrieved 7 October 2012.

 Rohit T.K. (17 January 2014). "Atlas Air loses contract with British Airways, shares dive". Reuters. Archived from the original on 20 January 2014. Retrieved 21 January 2014.

 "Airbus delivers first A320". Flight International. 9 April 1988. p. 3.

 Max Kingsley-Jones (31 October 2010). "BA's last Boeing 757 bows out in style". Aviation Week. Archived from the original on 3 November 2013. Retrieved 15 July 2013.http://www.globalaviationresource.com/reports/2010/ba757retirement.php Archived 30 June 2017 at the Wayback Machine

 Editorial Board, 1 August 2018 (August 2018). "British Airways to retire its Boeing 767-300ERs". Airliner Watch. Archived from the original on 4 November 2018. Retrieved 4 November 2018.

 Lawless, Jill. "Final Concorde flight lands at Heathrow". Associated Press, 26 October 2003. Archived from the original on 14 December 2017. Retrieved 29 November 2017.

 "British Airways Engineering". Britishairways.com. Archived from the original on 31 May 2010. Retrieved 2 November 2011.

 "Flower Duet (From Lakme) by Leo Delibes". Chris Worth Productions. Archived from the original on 29 September 2007. Retrieved 8 June 2007.

 "1989 British Airways Commercial". YouTube. Archived from the original on 11 March 2007. Retrieved 19 January 2008.

 "British Airways takes off". CNN. 22 May 2001. Archived from the original on 5 June 2011. Retrieved 28 June 2010.

 "BA official website – "Upgrade to British Airways" homepage". British Airways. Archived from the original on 11 October 2007. Retrieved 14 September 2009.

 "BA slogan out of favour". The Herald. 30 April 1999. Archived from the original on 8 February 2013. Retrieved 5 July 2017.

 Sweney, Mark (5 October 2007). "Saatchi ad gets revenge on BA". The Guardian. UK. Archived from the original on 1 January 2014. Retrieved 28 June 2010.

 "Clients & Work". Bartle Bogle Hegarty. Archived from the original on 11 February 2007. Retrieved 27 September 2007.

 Calder, Simon (23 June 2005). "Online Travel: The Man Who Bought ba.com". The Independent. Archived from the original on 19 October 2017. Retrieved 18 October 2017.

 Ray Massey (21 September 2011). "British Airways relaunches itself with new slogan that nods to its imperial origins". Daily Mail. Archived from the original on 4 April 2015. Retrieved 6 July 2013.

 "British Airways Reminds Visitors to Leave Air Horn, Chili Dog at Home During Wimbledon". Agency.com. Archived from the original on 30 October 2010. Retrieved 5 September 2009.

 "British Airways – official airline partner of London 2012". British Airways. Archived from the original on 29 May 2010. Retrieved 22 June 2010.

 "BA part of 2018 World Cup History". 27 April 2010. Archived from the original on 7 June 2010. Retrieved 28 June 2010.

 "First Life". Cedarcom.co.uk. Archived from the original on 8 July 2014. Retrieved 29 July 2014.

 Moseley, Ray (12 January 1986). "British Airways scores big profit turnaraound". Chicago Tribune. Archived from the original on 8 February 2013. Retrieved 5 July 2017.

 Aldersey-Williams, Hugh (15 June 1997). "By their tailfins shall we know them?". The Independent. London. Archived from the original on 4 November 2012. Retrieved 28 June 2010.

 "BA turns tail on colours". BBC News. 11 May 2001. Archived from the original on 7 December 2008. Retrieved 6 July 2013.

 Parsons, Tony (14 June 1999). "Tony Parsons' column: Don't Jack it in yet". The Mirror. Retrieved 28 June 2010.

 Mansell, Warwick (7 June 1999). "Union Jack is back on the world's favourite airline". The Independent. London. Archived from the original on 8 November 2012. Retrieved 28 June 2010.

 Bown, Jessica (30 April 2006). "Now you can fly further with air loyalty plans". The Times. London. Retrieved 13 June 2009.

 "Lounges". British Airways. Archived from the original on 31 August 2009. Retrieved 17 September 2009.

 "First Lounges". British Airways. Archived from the original on 22 August 2010. Retrieved 24 August 2010.

 "Lounge locations". British Airways. Archived from the original on 31 August 2009. Retrieved 17 September 2009.

 Lythe, Ruth (10 October 2011). "The great Airmiles rip-off... or how thousands of families will lose the trip of a lifetime". Daily Mail. Archived from the original on 27 November 2013. Retrieved 13 October 2011.

 "British Airways seat-pitch guide". Skytrax. Archived from the original on 16 December 2009. Retrieved 5 June 2010.http://www.airlinequality.com/info/seat-pitch-guide/ Archived 19 November 2015 at the Wayback Machine

 "British Airways to charge for inflight food and drink on European flights: What will it mean for passengers?". The Independent. 29 September 2016. Archived from the original on 2 October 2016. Retrieved 2 October 2016.

 "BRITISH AIRWAYS AND MARKS & SPENCER JOIN FORCES TO PROVIDE BEST FOOD IN THE SKY FOR SHORT-HAUL CUSTOMERS" (Press release). British Airways. 29 September 2016. Archived from the original on 28 October 2016. Retrieved 28 October 2016.

 "BA Wifi – What's the Situation with British Airways On-Board Wifi?". Thrifty Points. 11 March 2019. Retrieved 24 March 2019.

 "Club Europe: Lounges". British Airways. Archived from the original on 20 June 2009. Retrieved 5 September 2009.

 "Club Europe: In-flight dining". British Airways. Archived from the original on 20 June 2009. Retrieved 5 September 2009.

 "Wider seats in Club Europe". British Airways. Archived from the original on 25 December 2009. Retrieved 5 September 2009.

 "Euro Traveller: On-board". British Airways. Archived from the original on 31 August 2009. Retrieved 5 September 2009.

 "British Airways 2007/08 Annual Report and Accounts". British Airways. Archived from the original on 10 February 2009. Retrieved 3 April 2009.

 Haslam, Chris (31 January 2010). "Times report on BA First Class". The Times. London. Retrieved 1 April 2010.

 Garun, Natt (14 August 2019). "British Airways is testing VR entertainment on select first class flights". The Verge. Retrieved 29 August 2019.

 "Club World: On arrival". British Airways. Archived from the original on 28 June 2009. Retrieved 5 September 2009.

 "Club World: Lounges". British Airways. Archived from the original on 22 August 2009. Retrieved 5 September 2009.

 Flynn, David (18 March 2019). "British Airways' new business class is a suite with a privacy door". Australian Business Traveller. Retrieved 15 July 2019.

 "World Traveller Plus Information". British Airways. Archived from the original on 4 December 2010. Retrieved 5 June 2010.

 "World Traveller Information". British Airways. Archived from the original on 22 August 2010. Retrieved 5 June 2010.

 "World Traveller – Preview our new Cabin". British Airways. Archived from the original on 1 September 2010. Retrieved 31 August 2010.

 "World Traveller Entertainment". Archived from the original on 14 February 2012. Retrieved 14 February 2012.

 Zhang, Benjamin (1 November 2018). "The 20 safest airlines in the world". Business Insider. Retrieved 31 July 2019.

 Zhang, Benjamin (3 January 2019). "The 21 safest airlines in the world". Business Insider. Retrieved 31 July 2019.

 "Hijackers Free All but 3 in Crew at Tunis Airport". The New York Times. 25 November 1974. ISSN 0362-4331. Archived from the original on 6 November 2019. Retrieved 6 November 2019.

 "Four Hijackers Surrender; Tunisian Aide Denies Deal; Passengers in London". The New York Times. 26 November 1974. Archived from the original on 5 June 2011. Retrieved 28 June 2010.https://query.nytimes.com/gst/abstract.html?res=9F0DE4DF103BE63BBC4E51DFB767838F669EDE Archived 6 March 2016 at the Wayback Machine

 "Captain Jim Futcher". The Telegraph. London. 31 May 2008. Archived from the original on 31 May 2008. Retrieved 31 May 2008.

 "WORLD NEWS". The Canberra Times. 49 (13, 923). Australian Capital Territory, Australia. 27 November 1974. p. 6. Retrieved 6 November 2019 – via National Library of Australia.

 "Worst midair crash ever claims 176 in Yugoslavia". Milwaukee Sentinel. 11 September 1976. Retrieved 28 June 2010.

 "Jet Safe After Heart-Stopping, Dead-Engine Dive". Los Angeles Times. 25 June 1982. Archived from the original on 4 June 2011. Retrieved 28 June 2010.

 Faith, Nicholas (1998) [1996]. Black Box. Boxtree. p. 156. ISBN 978-0-7522-2118-2.

 "This is your captain screaming (interview with Nigel Ogden)". The Sydney Morning Herald. 5 February 2005. Archived from the original on 10 April 2008. Retrieved 21 April 2008.

 "BA loses Iraq hostage appeal". BBC News. 15 July 1999. Archived from the original on 3 March 2008. Retrieved 2 January 2010.

 "UK hostages describe Kuwait ordeal". BBC News. 16 October 2006. Retrieved 2 January 2010.

 "British Airways plane collides with building at Johannesburg airport". The Daily Telegraph. 22 December 2013. Archived from the original on 23 December 2013. Retrieved 23 December 2013.

 "British Airways B74i7-400 G-BNLL Officially Withdrawn". The BA Source. 22 February 2014. Archived from the original on 27 February 2014. Retrieved 23 February 2014.

 "NTSB Issues Update on the British Airways Engine Fire at Las Vegas". NTSB. Archived from the original on 12 September 2015. Retrieved 10 September 2015.

 "British Airways blaze pilot: 'I'm finished flying'". BBC News. 10 September 2015. Archived from the original on 7 October 2015. Retrieved 18 November 2015.

 "British Airways plane catches fire in Las Vegas". BBC. 9 September 2015. Archived from the original on 9 September 2015. Retrieved 9 September 2015.

 "British Airways fire: Jet's suppression system didn't work, source says". CNN. 9 September 2015. Archived from the original on 10 September 2015. Retrieved 9 September 2015.

 Whittaker, Zack (11 September 2018). "British Airways breach caused by credit card skimming malware, researchers say". Archived from the original on 10 December 2018. Retrieved 9 December 2018.

 "British Airways boss apologises for 'malicious' data breach". BBC news. 7 September 2018. Archived from the original on 15 October 2018. Retrieved 7 September 2018.

 "British Airways faces record £183m fine for data breach". 8 July 2019. Retrieved 8 July 2019.

 Sweney, Mark (8 July 2019). "BA faces £183m fine over passenger data breach". The Guardian. ISSN 0261-3077. Retrieved 8 July 2019.

Bibliography

British Airways (1974). British Airways annual report and accounts. British Airways Board.

Campbell-Smith, Duncan (1986). The British Airways Story: Struggle for Take-Off. Hodder and Stoughton. ISBN 978-0-340-39495-3.

Corke, Alison (1986). British Airways: the path to profitability. Pan. ISBN 978-0-330-29570-3.

Gregory, Martyn (1996). Dirty tricks: British Airways' secret war against Virgin Atlantic. Warner. ISBN 978-0-7515-1063-8.

Hayward, Keith (1983). Government and British civil aerospace: a case study in post-war technology policy. Manchester University Press. ISBN 978-0-7190-0877-1.

Marriott, Leo (1998). British Airways. Plymouth Toy & Book. ISBN 978-1-882663-39-2.

Penrose, Harald (1980). Wings Across the World: An Illustrated History of British Airways. Cassell. ISBN 978-0-304-30697-8.

External links

Wikimedia Commons has media related to British Airways.

Official website Edit this at Wikidata

British Airways Heritage Collection

Links to related articles

vte

International Airlines Group

Operations

Divisions and

subsidiaries

Iberia

IAG CargoIberia ExpressLevel

British Airways

BA CityFlyerBritish Airways EngineeringBritish Airways Maintenance CardiffGatwick Ground Services

Aer Lingus

Aer Lingus Regional

IAG Cargo

IAG CargoBritish Airways World Cargo

Vueling

Level Europe

Franchisees

Air NostrumComairSun-Air of Scandinavia

Destinations

Aer LingusAir NostrumBritish Airways franchiseIberia

International Airlines Group logo.svg

History

History of IberiaHistory of British Airways

Predecessors

and acquisitions

AviacoAir Panamá InternacionalBritish Airways Ltd (1935–1939)British European AirwaysBritish Midland International BmibabyBritish South American AirwaysBritish Overseas Airways CorporationBritish Airways HelicoptersCompañía Aero Marítima Mallorquina [de]Compañía Española de Tráfico Aéreo [es]Concesionaria de Líneas Aéreas SubvencionadasCorporación Dominicana de AviaciónClickairImperial AirwaysViva Air

Former

franchisees

BA ConnectBritish Airways Ltd (2012–2015)British Regional AirlinesBrymon AirwaysCityFlyer ExpressLoganairMaersk Air UKOpenSkies

Incidents

Iberia

IB062IB401Madrid runway disaster1973 Nantes mid-air collisionIB602IB610

British Airways

BA9BA38BA149BA2681976 Zagreb mid-air collisionBA2276BA5390

Aer Lingus

EI712EI164

Others

Air NostrumBMI (Stockport air disaster, Kegworth air disaster)Comair

People

Antonio Vázquez RomeroWillie Walsh

Other

Airways Flying ClubBritish Airways ethnic liveriesFleetOneworld"Speedbird"List of airline holding companiesHeathrow Terminal 5Waterside

Category Category

vte

Members of Oneworld

Founding members

American AirlinesBritish AirwaysCathay PacificQantas

Members

FinnairIberiaJapan AirlinesLATAM (Brazil and Chile)Malaysia AirlinesQatar AirwaysRoyal JordanianS7 AirlinesSriLankan Airlines

Affiliate members

Air NostrumAmerican EagleBA CityFlyerCathay DragonComairIberia ExpressJ-AirJAL ExpressJapan Transocean AirJetconnectLATAM (Argentina, Colombia, Ecuador, and Peru)Nordic Regional AirlinesQantasLinkSun-Air

Oneworld Connect members

Fiji Airways

Future members

Royal Air MarocAlaska Airlines

Former members

Aer LingusAir BerlinCanadian AirlinesMalévMexicana de AviaciónUS Airways

vte

Former members of the Association of European Airlines

Aegean AirlinesairBalticAir FranceAir MaltaAir SerbiaAlitaliaAustrian AirlinesBrussels AirlinesCargoluxCroatia AirlinesDHL AviationFinnairIcelandairKLMLOT Polish AirlinesLufthansaLuxairMeridianaScandinavian AirlinesSwiss International Air LinesTAP Air PortugalTAROMTNT AirwaysTurkish AirlinesUkraine International Airlines

vte

Members of Airlines for Europe (A4E)

Current

Aegean AirlinesairBalticAir FranceBritish AirwaysCargoluxCorsairEasyJet EuropeEasyJet SwitzerlandEasyJet UKFinnairJet2.comIberiaIberia ExpressKLMLufthansaNorwegian Air ShuttleRyanairTAP PortugalTUI AirwaysTUI fly BelgiumTUI fly DeutschlandTUI fly NetherlandsTUI fly NordicVolotea

Former

(ELFAA)

Air BerlinAir PoloniaBasiqairBlue AirBmibabyClickairFlybeFlying FinnHapag-Lloyd ExpressMyAir)SkyEuropeSverigeflygSterlingTransaviaVolareweb.comVuelingWizz Air

vte

Members of the International Air Transport Association

Africa regional office

Africa World AirlinesAir BotswanaAir BurkinaAir MadagascarAir MauritiusAir NamibiaAir PeaceAir SeychellesAirlinkAllied AirArik AirCamair-CoComairEthiopian AirlinesFlySafairKenya AirwaysLAM Mozambique AirlinesOverland AirwaysPrecision AirRwandAirSafairSouth African AirwaysSouth African ExpressTAAG Angola AirlinesTACV

Asia-Pacific regional office

Air CalédonieAir IndiaAir New ZealandAir NiuginiAir TahitiAir Tahiti NuiAir VanuatuAircalinAll Nippon AirwaysAsiana AirlinesBangkok AirwaysBiman Bangladesh AirlinesFiji AirwaysGaruda IndonesiaJapan AirlinesKorean AirLao AirlinesMalaysia AirlinesMyanmar Airways InternationalNippon Cargo AirlinesPakistan International AirlinesPhilippine AirlinesQantasRoyal Brunei AirlinesSilkAirSingapore AirlinesSingapore Airlines CargoSriLankan AirlinesT'way AirThai AirwaysThai Lion AirVietJet AirVietnam AirlinesVirgin AustraliaVistara

China and North Asia regional office

Air ChinaAir KoryoAir MacauBeijing Capital AirlinesCathay DragonCathay PacificChina AirlinesChina Cargo AirlinesChina Eastern AirlinesChina Express AirlinesChina Postal AirlinesChina Southern AirlinesEVA AirGX AirlinesHainan AirlinesHong Kong AirlinesHong Kong ExpressJuneyao AirlinesLoong AirLucky AirMandarin AirlinesMIAT Mongolian AirlinesOkay AirwaysSF AirlinesShandong AirlinesShanghai AirlinesShenzhen AirlinesSichuan AirlinesSuparna AirlinesTianjin AirlinesXiamenAir

Europe regional office

Adria AirwaysAegean AirlinesAer LingusAigle AzurAir AlbaniaAir AustralairBalticAir CorsicaAir EuropaAir FranceAir MaltaAir NostrumAir SerbiaAlitaliaArkiaAtlasGlobalAustrian AirlinesAzores AirlinesBinter CanariasBlue AirBlue Panorama AirlinesBraathens Regional AviationBritish AirwaysBrussels AirlinesBulgaria AirCAL Cargo Air LinesCargoluxCarpatairCityJetCobalt AirCondorCorendon AirlinesCorsair InternationalCroatia AirlinesCzech AirlinesDHL Air UKEl AlEuroAtlantic AirwaysEuropean Air Transport LeipzigEurowingsFinnairFlybeFreebird AirlinesGermaniaHahn AirHi FlyIberiaIcelandairInterSkyIsrair AirlinesKLMLOT Polish AirlinesLufthansaLufthansa CargoLufthansa CityLineLuxairMalmö AviationMartinairAir ItalyPoste Air CargoMontenegro AirlinesNeosNextjetNikiOlympic AirOnur AirPegasus AirlinesPortugália AirlinesPrivatAirScandinavian AirlinesSATA Air AçoresSunExpressSwiss International Air LinesTAP Air PortugalTAROMTurkish AirlinesTUIflyVuelingVirgin AtlanticWamos AirWhite AirwaysWiderøe

Latin America and the Caribbean regional office

Middle East and North Africa regional office

North America regional office

Russia and the CIS regional office

vte

 Airlines of the United Kingdom and Channel Islands

Passenger

Major

British AirwaysBA CityFlyereasyJet UKFlybeJet2.comLoganairNorwegian Air UKTUI AirwaysVirgin Atlantic

Minor

AirTanker ServicesAurignyBlue IslandsBristow HelicoptersDirectflightEastern AirwaysHebridean Air ServicesIsles of Scilly SkybusJota AviationLyddAirRVL AviationRyanair UKTitan AirwaysVirgin Atlantic InternationalWizz Air UK

Cargo

CargoLogicAirDHL Air UKWest Atlantic UK

A - E

A

Aegean Airlines

Aer Lingus

Aeroflot

Aerolineas Argentinas

Aeromexico

Air Arabia

Air Astana

Air Austral

Air Baltic

Air Canada

Air Caraibes

Air China

Air Corsica

Air Dolomiti

Air Europa

Air France

Air India

Air India Express

Air Italy

Air Macau

Air Malta

Air Mauritius

Air Namibia

Air New Zealand

Air North

Air Seoul

Air Serbia

Air Tahiti Nui

Air Transat

Air Vanuatu

AirAsia

AirAsia X

Aircalin

Alaska Airlines

Alitalia

Allegiant

American Airlines

ANA

Asiana

AtlasGlobal

Austrian

Avianca

Azerbaijan Hava Yollary

Azores Airlines

Azul

B

Bamboo Airways

Bangkok Airways

British Airways

Brussels Airlines

C

Caribbean Airlines

Cathay Dragon

Cathay Pacific

Cayman Airways

CEBU Pacific Air

China Airlines

China Eastern

China Southern

Condor

Copa Airlines

Croatia Airlines

Czech Airlines

D

Delta

E

easyJet

Edelweiss Air

Egyptair

EL AL

Emirates

Ethiopian Airlines

Etihad

Eurowings

EVA Air

F - O

F

Fiji Airways

Finnair

FlyBE

flydubai

FlyOne

French bee

Frontier

G

Garuda Indonesia

Germanwings

Gol

Gulf Air

H

Hainan Airlines

Hawaiian Airlines

HK Express

Hong Kong Airlines

I

Iberia

Icelandair

IndiGo Airlines

InterJet

J

Japan Airlines

Jeju Air

Jet2

JetBlue

Jetstar

K

Kenya Airways

KLM

Korean Air

Kulula

L

La Compagnie

LATAM

Lion Airlines

LOT Polish Airlines

Lufthansa

Luxair

M

Malaysia Airlines

Mango

Middle East Airlines

N

Nok Air

Nordwind Airlines

Norwegian Air International

Norwegian Air Shuttle

Norwegian Air Sweden

Norwegian Air UK

O

Oman Air

P - W

P

Pakistan International Airlines

Peach

Pegasus Airlines

Philippine Airlines

Porter

Q

Qantas

Qatar Airways

R

Regional Express

Rossiya - Russian Airlines

Royal Air Maroc

Royal Brunei

Royal Jordanian

RwandAir

Ryanair

S

S7 Airlines

SAS

Saudia

Scoot Airlines

Shanghai Airlines

Silkair

Silver

Singapore Airlines

Skylanes

South African Airways

Southwest

SpiceJet

Spirit

Spring Airlines

Spring Japan

SriLankan Airlines

Sun Country

Sunclass Airlines

Sunwing

SWISS

Swoop

T

TAAG

TACA

TAP Portugal

THAI

tigerair Australia

Transavia Airlines

TUI UK

TUIfly

Tunis Air

Turkish Airlines

U

Ukraine International

United

UTair Aviation

Uzbekistan Airways

V

Vietnam Airlines

Virgin Atlantic

Virgin Australia

Vistara

Viva Aerobus

Volaris

Volotea

Vueling Airlines

W

WestJet

Wizzair

X

Xiamen Airlines

Top 300 airplanes

A-1 Skyraider

A-6 Intruder

A-10 Thunderbolt II

A-26/B-26 Invader

A6M Zero

Aérospatiale Gazelle

AH-64 Apache

Airbus A320

Airspeed Horsa

Albatros fighter (generic)

American Eagle A-1

Avro Anson

Avro Ashton

Avro Canada CF-105 Arrow

Avro Lancaster

Avro Vulcan

B-1 Lancer

B-2 Spirit

B-17 Flying Fortress

B-18 Bolo

B-24 Liberator

B-25 Mitchell

B-29 Superfortress

B-36 Peacemaker

B-47 Stratojet

B-52 Stratofortress

Bell 47

Bell 206

Bell 222

Bell AH-1 Cobra

Bell UH-1 Iroquois

Bell X-1

Bell X-2

Blackburn Buccaneer

Boeing 247

Boeing 707

Boeing 720

Boeing 727

Boeing 737

Boeing 747

Boeing 777

Boeing-Stearman Model 75

Bristol Beaufighter

Bristol Blenheim

Bristol Britannia

Bristol Bulldog

Bristol F2B

Bristol Tourer

Bristol Type 170 Freighter

Britten-Norman BN-2 Islander

Bücker Bü 181

C-2 Greyhound

C-47 Skytrain / C-53 Skytrooper / Dakota

C-54 Skymaster

C-74 Globemaster

C-82 Packet

C-119 Flying Boxcar

C-121 Constellation

C-123 Provider

C-130 Hercules

CAC Wirraway

Capelis XC-12

Caproni Ca.60

CASA 2.111

Caudron 277

Cessna 310

Cessna 337

Cessna 402

CG-4 Haig / Hadrian

CH-34 Choctaw / Westland Wessex

CH-46 Sea Knight / Boeing-Vertol 107

CH-47 Chinook / Boeing-Vertol 234

Concorde

Consolidated NY

Convair XF-92

Curtiss JN-4 Jenny

Curtiss RC-1

Dassault Mirage 2000

de Havilland Canada DHC-2 Beaver

de Havilland Comet

de Havilland DH.4

de Havilland DH.9/DH.9A

de Havilland DH.88 Comet

de Havilland DH.89 Dragon Rapide

de Havilland Fox Moth

de Havilland Hornet Moth

de Havilland Mosquito

de Havilland Puss Moth

de Havilland Tiger Moth

de Havilland Vampire

Douglas DC-2

Douglas DC-3

Douglas DC-4

Douglas DC-8

EB-66 Destroyer

English Electric Lightning

Eurofighter Typhoon

Eurocopter Tiger

F2H Banshee

F3F

F-4 Phantom II

F4F Wildcat

F4U Corsair

F-5 Freedom Fighter/Tiger II

F5F Skyrocket

F6F Hellcat

F9F Panther

F11F Tiger

F-14 Tomcat

F-15 Eagle

F-16 Fighting Falcon

F/A-18 Hornet

F-20 Tigershark

F-22 Raptor

F-35 Lightning II

F-84 Thunderjet, Thunderstreak

F-86 Sabre

F-101 Voodoo

F-104 Starfighter

F-117 Nighthawk

Fairchild UC-61 Forwarder

Fairchild Hiller FH-227

Fairey Fox

Fairey Swordfish

Focke-Wulf Fw 190

Focke-Wulf Triebflügel

Fokker Eindecker

Fokker Dr.I

Fokker D.VII

Folland Gnat

Ford Trimotor

GAF Nomad

Gee Bee Racer

Gloster Gladiator

Gloster Meteor

Goodyear Blimp

Gotha G.IV

Grumman G-21 Goose

Grumman HU-16 Albatross

Grumman J2F Duck

Grumman TBF / TBM Avenger

Grumman Widgeon

Grumman X-29

HAL HF-24 Marut

Harrier family

Handley Page Halifax

Handley Page Victor

Hawker Hunter

Hawker Hurricane

Heinkel He 111

Hiller UH-12 / OH-23 Raven

Hindenburg

Hispano Aviación HA-1112

Hughes 500 / OH-6 / MH-6 / MD 500

Hughes H-4 Hercules (Spruce Goose)

Hughes XF-11

ICON A5

Ikarus Kurir

Junkers Ju 52/3m

Junkers Ju 87

Junkers W 33

Kaman SH-2 Seasprite

Kamov Ka-27

Kellett K-3 Autogyro

L-5 Sentinel

Lamson Alcor

Lockheed Constellation

Lockheed C-141 Starlifter

Lockheed P-3 Orion

Lockheed P-80/F-80 Shooting Star

Lockheed Model 12 Electra Junior

Lockheed Hudson

Lockheed JetStar

Lockheed L-1011 TriStar

Lockheed SR-71 Blackbird

Lockheed T-33 T-Bird

Lockheed U-2

Lockheed Vega

Martin MB-2

McDonnell Douglas DC-10

MBB Bo 105

Messerschmitt Bf 108

Messerschmitt Bf 109

Messerschmitt Bf 110

Messerschmitt Me 262

MiGs (generic)

Mikoyan-Gurevich MiG-21

Mikoyan MiG-29

Mil Mi-8/-17

Mil Mi-24 'Hind'

Mil Mi-26

Miles Falcon

Mitsubishi A5M

Moller M400 Skycar

Morane-Saulnier MS.230

N3N Canary

Nakajima Ki-27

Nakajima Ki-43

Nieuport 17

Nieuport 28

Noorduyn AT-16

Noorduyn Norseman

North American AT-6 Texan

North American BT-9 / BT-16

North American X-15

Northrop A-17

Northrop M2-F2

Northrop YB-49

Northrop Grumman E-2 Hawkeye

O-1 Bird Dog

O-2 Skymaster

O2C Helldiver

P-1 Hawk

P-35

P-38 Lightning

P-40

P-47 Thunderbolt

P-51 Mustang

Panavia Tornado

PBY Catalina

PB4Y Privateer

Percival Proctor

Pfalz D.III

Pfalz D.XII

Pilatus Porter/Fairchild AU-23

Piper Cherokee

RAH-66 Comanche

Republic RC-3 Seabee

RF-8 Crusader

Royal Aircraft Factory B.E.2

Royal Aircraft Factory S.E.5

Ryan NYP

Saab 35 Draken

Saab JAS 39 Gripen

SBD Dauntless

SB2C Helldiver / A-25 Shrike

SB2U Vindicator

Short Sunderland

Sikorsky SH-3 Sea King

Sikorsky H-5 / R-5 / HO2S / HO3S / S-51

Sikorsky H-19 / Westland Whirlwind

Sikorsky S-58

Sikorsky H-53 series

Sikorsky CH-54 Tarhe/Sikorsky S-64

Sikorsky H-60 series

Sikorsky S-29-A

Sikorsky S-38

Sikorsky VS-44

Sopwith Camel

Sopwith 1½ Strutter

Sopwith Pup

Space Shuttle orbiter

SPAD

Stampe SV.4

Standard J

Stearman C3

Stinson Model A

Sukhoi Su-35

Supermarine Attacker

Supermarine Spitfire

Supermarine Swift

TBD Devastator

Thomas-Morse MB-3

Thomas-Morse S-4

Thurston Teal

Tupolev Tu-154

UFM Easy Riser

USS Macon

Vickers FB5 Gunbus

Vickers Wellington

Vultee V-1

V-22 Osprey

Waco 10

Wallis Autogyro

Westland Lysander

Wright Flyer

Wright Model B

XB-51

XB-70 Valkyrie

Zeppelin

Zeppelin-Staaken R.VI

  • Condition: Neu
  • Artist: Concorde
  • Unit of Sale: Single Piece
  • Size: Medium
  • Item Length: 20 mm
  • Region of Origin: united kingdon
  • Format: Statue
  • Year of Production: Unknown
  • Unit Type: Unit
  • Original/Licensed Reproduction: Original
  • Item Height: 3.5 cm
  • Style: Modernism
  • Features: Concorde
  • Unit Quantity: 1
  • Culture: Concorde
  • Item Width: Narrow
  • Handmade: No
  • Time Period Produced: 1970-1979
  • Signed: No
  • Title: Concorde
  • Period: Contemoporary (1970 - 2020)
  • Material: Metal
  • Certificate of Authenticity (COA): No
  • Subject: Concorde
  • Type: Sculpture
  • Theme: Aviation
  • Production Technique: Metalwork
  • Country/Region of Manufacture: United Kingdom

PicClick Insights - British Airways Gold Concorde Union Jack Flagge Flugzeug Retro Buch Marke Geschenk alt PicClick Exklusiv

  •  Popularität - 4 Beobachter, 2.0 neue Beobachter pro Tag, 2 days for sale on eBay. Sehr hohe beobachtend. 0 verkauft, 1 verfügbar.
  •  Bestpreis -
  •  Verkäufer - 33.557+ artikel verkauft. 0.2% negativ bewertungen. Großer Verkäufer mit sehr gutem positivem Rückgespräch und über 50 Bewertungen.

Die Leute Mochten Auch PicClick Exklusiv