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To fly non-stop across the Atlantic Ocean, Concorde required the greatest supersonic range of any aircraft. [120] This was achieved by a combination of powerplants which were efficient at twice the speed of sound, a slender fuselage with high fineness ratio, and a complex wing shape for a high lift-to-drag ratio. Only a modest payload could be ...
When Concorde entered service in 1976, of the 74 options (non-binding orders, from 16 airlines) held at the time of the first flight, only those for the state airlines of Britain and France were taken up, so that only 20 were built, although flights were also flown for Braniff International and Singapore Airlines.
The final Concorde flight worldwide took place on 26 November 2003 with G-BOAF carrying 100 BA cabin crew members and pilots out over the Bay of Biscay and going supersonic over the Atlantic followed by a fly-past over Bristol Filton Airport before landing there in front of a crowd of more than 20,000 people.
The glory days of Concorde seemed like the start of a golden age of travel where flights would become faster as years went by. When Concorde was eventually taken out of service in 2003, it felt ...
The supersonic aircraft suffered a catastrophic crash in Paris on 25 July 2000
In 2003, Lewis Whyld took an instantly classic photograph of the Concorde on its last flight, soaring over the Clifton Suspension Bridge in Bristol, United Kingdom.
The Concorde supersonic transport had an ogival delta wing, a slender fuselage and four underslung Rolls-Royce/Snecma Olympus 593 engines. The Tupolev Tu-144 was the first SST to enter service and the first to leave it. Only 55 passenger flights were carried out before service ended due to safety concerns.
In a pre-computer age, flight engineers were crucial to aviation. Former Concorde flight engineer Warren Hazelby explains how he helped fly the supersonic jet.