Contents

Introduction

Part 1  Concorde Technical Specification for the Basic Version July 1967

Aircraft General Description

General Aircraft Design Criteria

Structure

Landing Gear

Powerplant

Fuel System

Flight Deck Compartment

Flight Controls

Navigation and Communications Systems

Air Conditioning and Pressurization

Ice Protection, Anti-misting and ­Windshield Rain Removal

Commercial Furnishings

Safety Equipment

Interchangeable Parts

Part 2  Concorde’s Operation Under British Airways

BAC Brochure: Concorde the Competitive Edge

British Airways Concorde Brochure 1: A New Concept in Business Travel

British Airways Concorde Brochure 2: The Concorde Style

British Airways Concorde Brochure 3: The Experience

British Airways Concorde Schedules

British Airways London – Bahrain Menu

British Airways Concorde Menu

British Airways Concorde Wine List

British Airways Concorde April 1993 Inflight Entertainment

British Airways Concorde Brochure 4: Concorde and the Environment

British Airways Concorde Brochure 5: Concorde from the Cockpit

British Airways Concorde Brochure 6: Your 23-mile-a-minute Fact Sheet

British Airways Press Releases

Briefing Document for the Royal Visit to Eastern Arabia States

Menu and Wine List Royal Flight 12 February 1979

Bibliography

Acknowledgements

Introduction

By Richard Johnstone-Bryden

Concorde’s rich heritage has been chronicled by many publications, so the idea of this pocket manual is to use original documents to provide an alternative insight into different aspects of the supersonic airliner’s history, from the design stage to the way in which it was marketed to airlines and the type’s service with British Airways.

Concorde’s origins date back to the 1950s, when separate research projects were set up in the UK and France to investigate the feasibility of developing a supersonic airliner. The converging nature of the work being undertaken by the separate teams on both sides of the English Channel, coupled with the considerable budgets required to bring this work to fruition, led to the teams formally pooling their efforts under the auspices of an agreement signed by the British and French governments on 29 November 1962. The treaty signalled the beginning of the largest and most complex programme to be undertaken up to that point by two nations in peacetime. Under the terms of this agreement, the British Aircraft Corporation (BAC) and Sud Aviation (which merged with Nord Aviation and SEREB in 1970 to create Aérospatiale in 1970) took on responsibility for the development of the airframe, while Bristol Siddeley Engines Ltd (which was acquired by Rolls-Royce in 1966) and the French company Snecma developed the engines.

From the outset, Concorde represented the pinnacle for everyone associated with this legendary aircraft – from the designers to the flight crew and the passengers. This exclusivity is reflected throughout the documents reproduced within this pocket manual, which include the original sales brochures produced by Aérospatiale and BAC, as well as menus, flight entertainment guides and press releases issued by British Airways.

The featured selection begins with the basic technical specification dated July 1967. A copy of this document is held within the archives of the Duxford Aviation Society (DAS), which is responsible for the preservation of the British Airliner Collection on display at the Imperial War Museum Duxford. This internationally important group of airliners symbolises the considerable contribution made by British designers and manufacturers to the development of civil aviation between the end of World War II and the 1970s. The collection’s British-built pre-production Concorde 101 G-AXDN represents the pinnacle of this incredible story. It was the first Concorde to be fitted with the transparent visor designed by Marshall of Cambridge and it completed its maiden flight from Filton to Fairford on 17 December 1971. G-AXDN’s primary role within the Concorde testing programme was to prove the reliability of the engine’s variable intake control system. During the course of this work, G-AXDN became the fastest-ever Concorde in March 1974 when it reached a speed of Mach 2.23 at an altitude of 63,700ft (19.4km). G-AXDN concluded her involvement within the Concorde programme on 16 May 1975 and was subsequently donated to the Duxford Aviation Society by the Department of Trade and Industry. Concorde’s enduring appeal is underlined by the Duxford Aviation Society’s estimate that more than 4 million people have walked through G-AXDN’s fuselage since it was opened to the public in March 1978.

Although the July 1967 document is the basic version of the technical specification, it provides a fascinating insight into Concorde’s complexity and the enormity of the technological challenge of designing a supersonic airliner at a crucial stage of the aircraft’s development. By 1967, the Anglo-French sales team had generated strong interest in Concorde from 16 airlines, which had taken options on a combined total of 74 aircraft. Representatives from all of these option-holding airlines subsequently worked in collaboration with BAC and Sud Aviation to help shape Concorde’s onward development, thereby avoiding it becoming too closely tailored to the needs of one or two specific operators – something that had hindered the sales of some previous British-built airliners, such as the Vickers VC10. Within five months of this document’s production, the public gained its first glimpse of Concorde when the French-assembled prototype 001 F-WTSS was rolled out of Sud Aviation’s Toulouse factory in front of the world’s media. A further 15 months of checks and ground testing followed before 001 finally took to the skies for the first time on 2 March 1969, with Sud Aviation’s Chief Test Pilot, André Turcat, at the controls, to instigate the next phase of Concorde’s development.

The technical specification begins with an overview of the aircraft before moving on to detailed descriptions of every aspect of Concorde, from its distinctive movable nose to the power plant, the communications equipment and even the hat racks within the passenger accommodation. The majority of the supporting drawings within this part of the pocket manual have also been reproduced from the basic technical specification dated July 1967. These drawings were used to support both the English and the French versions of this document – a fact reflected by the dual-language supporting text. To help illustrate some of the other sections within this technical specification I have used a little artistic license by including a small number of drawings from the following documents:

1 ‘Concorde Weight And Balance Manual’

2 ‘Concorde Flight Manual’

3 ‘Concorde Flight Crew Operating Manual’

4  BAC/SUD Aircraft Service School, Concorde Support Division, Introductory Course Production Aircraft 01 Concorde Lecture Notes

Building a supersonic airliner is one thing, selling it is a very different task. Not surprisingly, the joint sales pitch by Aérospatiale and BAC to the world’s airlines focused on Concorde’s speed, which offered airlines the chance to virtually halve the duration of complete intercontinental flights. In addition to saving valuable time for its passengers, Concorde would also enable the airlines to schedule their services at more civilised times, thereby further enhancing the overall experience of flying on board the supersonic airliner. Despite this dramatic step change in performance, however, Aérospatiale and BAC marketed Concorde as a complement to existing subsonic services rather than a total replacement. The manufacturers argued that airlines could use Concorde as part of a mixed fleet to attract the lucrative first-class and business travellers, while subsonic aircraft would in future cater for the larger, yet price-sensitive, tourist market. A key element of this strategy was Concorde’s ability to fit within the dense air-traffic control patterns of the world’s busiest international airports and successfully operate from existing airport facilities.

Sadly, the initial options secured by the Anglo-French sales team failed to translate into firm orders. BOAC (which merged with British European Airways in 1974 to form today’s British Airways) and Air France became the only airlines to convert their options into tangible orders in July 1972. Afterwards, the other airlines progressively cancelled their options due to a combination of economic, political and environmental issues, which limited the total production run to just 20 aircraft. Despite these setbacks, though, British Airways and Air France formally inaugurated their Concorde scheduled services on 21 January 1976 with a joint take-off. The French Concorde F-BVFA left Paris Charles de Gaulle airport bound for Rio de Janeiro via Dakar while the British aircraft Concorde G-BOAA left Heathrow for Bahrain. A couple of weeks later, both airlines finally overcame a vigorous anti-Concorde campaign to secure the all-important permission to fly to America from the US Secretary of Transport William T. Coleman Jr, albeit on a 16-month trial basis. This significant development enabled both airlines to commence supersonic transatlantic services with a joint arrival in Dulles International Airport at Washington, DC on 24 May 1976.

Concorde swiftly established itself as the undisputed ‘Queen of the Skies’ by attracting an exclusive clientele of royalty, aristocracy, politicians, captains of industry, actors, pop stars and models. For nearly three decades, Concorde was viewed as the ultimate form of transport for the rich and famous. So what was it like to fly on board this legendary aircraft? To help answer this question, I have selected extracts from some of the brochures produced by British Airways, which provide a wonderful insight into the whole experience of flying Concorde – from the dedicated check-in arrangements to passing through the sound barrier and dining at twice the speed of sound. In a sign of the times, the menus produced for the early British Airways Concorde services to Bahrain even included Havana cigars. The information within the early menus was kept to the minimum, but in time they became more elaborate, with brief descriptions of every item’s pedigree. This pursuit of quality extended to the carefully chosen programme of in-flight entertainment, which featured performances by the finest musicians of their genre, as well as humorous and factual programmes presented by leading comedians and broadcasters – including one of Concorde’s most frequent passengers, Sir David Frost. During the flight, passengers would be given as a souvenir a special wallet containing various items, including a commemorative certificate, stationery, a copy of the menu and a booklet about the aircraft. One of the earliest booklets is reproduced within this pocket manual and was simply entitled ‘Your 23-mile-a-minute fact sheet’.

Concorde received the royal seal of approval soon after it entered service with British Airways when one of the company’s supersonic airliners was chartered to fly the Queen and the Duke of Edinburgh home from Barbados on 2 November 1977. Fifteen months later the royal couple made use of another British Airways Concorde in support of their three-week tour of the Middle East. The company’s meticulous preparations for this prestigious duty, as set out within the instructions issued by the General Manager Operations Control, underline the company’s determination to rise to the occasion, while the menu and wine list for the royal flight are very similar to the range of options offered to the aircraft’s other passengers.

Even though Concorde was one of the best-known aircraft in the world, British Airways tried to keep it in the public eye whenever possible by issuing press releases at significant moments in Concorde’s career. I have therefore decided to include two examples within this pocket manual, starting with the press release that was issued to mark the setting of a new transatlantic record of 2 hours 52 minutes and 59 seconds between New York’s John F. Kennedy International Airport and London’s Heathrow on 8 February 1996 by G-BOAD. A year later, the British Airways marketing department was exploiting the 20th anniversary of Concorde’s transatlantic services. This significant milestone enabled the company to celebrate the aircraft’s rich heritage, from the setting up of the original supersonic airliner research projects in England and France in 1956 to the commercial success of Concorde’s scheduled and charter services.

The impact of the latter market had not been foreseen by the original BAC and Aérospatiale sales teams in the 1970s, yet it was to contribute a welcome stream of additional income for British Airways and opened up the Concorde experience to a much wider group of people. Specialist operators chartered the aircraft from British Airways to offer a broad range of packages, comprising short subsonic flights as well as elaborate round-the-world packages. The airline’s confidence in its world-famous flagship is underlined by the bold declaration that it expected Concorde to fly for another two decades. This projection was based on the relatively low hours that had been accumulated up to that point by the company’s Concorde fleet and the exceedingly good condition of the seven aircraft, which appeared to have many years of service ahead of them.

However, four years later, these confident predictions were jeopardised by the tragic loss of Air France’s