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Concorde's pressurisation was set to an altitude at the lower end of this range, 6,000 feet (1,800 m). [129] Concorde's maximum cruising altitude was 60,000 feet (18,000 m); subsonic airliners typically cruise below 44,000 feet (13,000 m). [130] A sudden reduction in cabin pressure is hazardous to all passengers and crew. [131]
However, Concorde's high noise levels around airports, time zone issues, and insufficient speed meant that only a single return trip could be made per day, so the extra speed was not an advantage to the airline other than as a selling feature to its customers. [34] The proposed American SSTs were intended to fly at Mach 3, partly for this reason.
While the Soviet Tu-144 had a short service life, [37] Concorde was successful enough to fly as a small luxury fleet from 1976 until 2003, with British Airways lifetime costs of £1bn producing £1.75bn in revenues in the niche transatlantic market.
Five years before Concorde’s first flight, another majestic supersonic aircraft took to the skies — and almost became the inspiration for an even faster passenger plane.
Overture could be less costly than the Concorde. Overture could revive the Concorde era and connect places like ... Scholl said future Overture versions are planned to fly Mach-speed over land by ...
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In the 1960s and 1970s, many design studies for supersonic airliners were done and eventually two types entered service, the Soviet Tupolev Tu-144 (1968) and Anglo-French Concorde (1969). However political, environmental and economic obstacles and one fatal Concorde crash prevented them from being used to their full commercial potential.
Because it is a tailless delta-wing aircraft, Concorde could not use the normal flaps or slats to assist takeoff and landing, and required a significantly higher air and tyre speed during the takeoff roll than an average airliner. [citation needed] That higher speed increased the risk of tyre burst during takeoff.