… it would currently be blowing bits of its fuselage (and anyone with a window seat) off.
I understand cost but safety wasn’t an issue the french one came down because of debris left on the runway.Technology from the 60s never improved on.NYC 2.5 hours never matched
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But mostly cost. AF4590 was the one crash and yes it was fatal.
Yep, and having marked their own homework, thewy would have declared perfect.
That’s a significant factor: another one was that Air France captain had overloaded that aircraft.
In your opinion.
Noise was a big problem.
When first launched the Americans protested because they didn’t want it over there.They soon calmed down though
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You’d think 50 odd years on that they could have moved forward with that design and improved it and made it more cost effective. At the end of the day it was a rich mans plane.2.5 hours to NYC was brilliant for business men who could go there and back in the day.There was talk of a passenger jet that would go into space and over to Australia in stupidly quick time but that seems to have gone quiet.
The Boeing company’s safety culture was looked at in 2024, and reported here
Re Concorde, I would jump at any chance to fly in it tomorrow.
I am a frequent viewer of Petter the “Mentour Pilot” he was until very recently a working commercial Captain and crew trainer. His videos are well made and not IMHO over the top as so many are. He often takes official accident and incident reports and explains them in plainer language. Here is his take on Concorde.
Probably a very simple answer here but what was the difference between a dead man and a spring park brake.I remember my dads Mandator having a mechanical handbrake and a dead man on the right hand side of the binnacle.His F86 had a spring park brake and at the side of the engine cover and a dead man on the steering column?
Purely from memory:
My F86 had a 3 line system.
Red. Emergency line. Full pressure at all times, that would hold off the trailer brakes, so that when broken or disconnected would apply full trailer brakes.
Yellow. Service line. Applies air to trailer brakes depending on application of the foot brake.
Blue. Auxiliary or Secondary line. Applies air from the secondary or emergency brake lever. see following
The 86 had a foot brake like all other trucks. It operated all wheel brakes.
The hand-brake mounted on the engine hump was a simple on/off valve on a short lever. That worked on the drive axle only. It was either on or off, no in-between.
The Secondary/Auxiliary/Emergency (dead-man?) was a curved lever below the steering wheel.
It worked the steer axle and the trailer axles, but not the drive axle brakes. It was meant to avoid locking the drive axles, and hence decrease the likelihood of jack-knifing.
All memory form decades ago so open to correction.
Six months long term demo “ramone” we ran it on trunk ,day shifts and some LD work but the Drivers didn’t like it but it performed OK and I used to wind a few of them up telling them i had ordered six for the fleet ! 
Got some unprintable replies along the lines of " you can stick them where the monkey stuck the nuts " 
Very basic :- spring brake - air pressure keeps brake off, air pressure drops brakes come on.
Dead man - air pressure applies brakes, air pressure drops brakes are released.
Thats why a dead man is usually accompanied by a mechanical / ratchet hand brake
Was it a 360 they were very good motors running gear wise the engines were very good and matched to the 13 speed Fuller they were great pullers.It was the cabs and build quality that let them down.Not Scania quality but i would stick my head on the block and say they would keep up with them on the hills.They just wouldn’t last for long
The drive line was good ramone but it was the rest of the build that was crap they really were not a patch on the Scanias so it was a futile exercise by the Dealer /Iveco but hey one thing we always provided was accurate fuel figures and fair comment about the unit generally. Well it was the least we could do considering we had six months “gratis” other than have to put fuel in . Cheers Dennis.
Set of seriously chunky cross plys on the first one
Yeah that’s what i was trying to say , the ones we had just fell to bits great driveline but not a patch on the premium brands.But you could buy one and half Ivecos for the price of a Scania .After 5 years they were worth 2&6
The oul memory is a bit slow now but i remember the dead man’s button which you didn’t have to touch it came on itself if left
Then you had the trailer break which was a leaver on the dash
Then you had the exhaust break
And finally the foot pedal
European standard
The trailer break was the best
Updating the design side of it would probably have been very expensive and (to say the least) difficult. BA eventually (and reluctantly, they’re sniffy like that) agreed that Concorde could be used for charter flights, which became very popular amongst the plebs and helped recoup some of the cost of building, flying and maintaining these aircraft. You’re quite right, it was, nonetheless, for the rich and famous. My original point is that it was so strikingly memorable in its time and (as you mention) even the Americans loved seeing it.
Anyway, this is way off-topic. We will return you to your normal broadcasting service shortly…