But while the fire was visually spectacular — caught on camera, it trails behind the plane in a hellish rooster tail — experts say that aside from damaging the number 2 engine, it was very much survivable, and likely would have burned itself out in a matter of a few minutes.
Industry sources have confirmed that this probably had further, damaging results. In 27 years 1 accident is too many when precious lives are lost, but I think it is unfair to criticize when I know in my heart of hearts, those in the cockpit were not wanting to die that day anymore than anyone else aboard that plane. According to the French accident investigation bureau, the BEA, it broke out when the plane passed over a strip of metal on the runway. Nobody else was in the hangar and the portable staircase was in position, so I was tempted to have a look inside. Perhaps a UN of typed needs to be established to look into this and all future accidents so NO one can slant any findings or cover anything up so as NOT to loose face or to be involved in any way politically, economically or have anything to loose in any way?? It is just so much more expedient to find culprits than solutions – especially when those solutions entail that which should have been done anyway. If the gear had come up, it would likely have smothered the fire which was originating from the fuel leak in the wheel well.The hot gases caused two of the engines to falter, and despite a valiant struggle by Captain Christian Marty, a daredevil skier who once crossed the Atlantic on a windsurf board, the loss of thrust made the crash inevitable.In one picture, the foreground depicts a smashed yellow steel landing light on the very edge of the made-up surface, which was clipped by the aircraft as Marty tried to wrest it into the air. It’s vital not to get too slow on a Concorde or any aircraft that flies with Conical Vortex Lift- the wing is effectively always stalled and the vortexes controlled to produce the lift. There was then much discussion within the aviation industry with reference to improving the fuel tank integrity to prevent such punctures, but that was going to be very expensive and never took place. This is quite often the limiting case. None of these layers are really the whole truth but they are all normally plausible and leave only minor discrepancies – the communication “risk” to be tolerated where the experts say, “This just doesn’t add up” to which you reply “We may never know…”Although not the only factor the FACT that there was not a recalculation of the aircraft’s ATOW/RTOW following the change of wind direction was unfortunately all too grave. I had spent 8 years in shorthaul and the call was always V1 – engine failure – rotate. I have read it before although the alternate view always makes interesting reading. So he took to the air, although he knew he was travelling too slowly, which would impair the damaged plane’s chances of survival.Fourth – the strip was initially seen as being so marginal to the investigation that someone actually dropped it in a waste bin, from where it was later fished out.Succinct and covers the assailant points without photos.And I take offense to your claiming “It almost always is.” Sometimes, yes. Great article/post. Then the shit should hit the fan and procedures introduced to ensure such things do not happen again.People DO make mistakes, and in some cases, these, coupled with other circumstances accumulate to produce a disaster waiting ( not very long) to happen. What a spectacle it was. Pride funded by the tax payer kept it flying for 25years – pride for a technological feat was fully justified; pride for an economic and profit-making solution never was. In any case the fire did not seem to be causing structural damage, it was simply like a man using a flame thrower – the fuel (from the flame thrower) is actually alight AFTER it leaves the nozzle and is not burning the man or gun, likewise thw Concorde fuel leak, though spectacular was actually slightly behind the wing.Beg to differ, Sir. The captain (apparently) called for it to be raised but it couldn’t. The most likely cause would be rubber from the burst tyre getting launched upwards into the landing gear where it cuts some of the power cables responsible for raising the gear. At that point the seriously under-qualified “pilot-in-command” dragged a delta-winged aircraft off the ground at twenty knots under ‘VMC’ – its minimum speed for controlled flight, while at the same time the panel operator (AKA “flight engineer”) took it on his own advisement to shut down a perfectly fine and fully functioning engine — and to complete the comedy of errors – which included layers of criminal negligence – that brought down a very fine aeroplane — and killed an Aviation Era!Sad loss all round, of life, and a beautiful aircraft, with loads of life left in her.Learned a lot of new things from this article.There was a very interesting Discovery Channel documentary on the AF Concorde accident, titled “Concorde – The Anatomy Of A Disaster”.
There are other choices, a different configuration of flap, a different (possibly longer) runway, offloading baggage or fuel or both.
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