Concorde has a long way to travel in a short time. This was what it did so superbly while it was airborne, but now it has been grounded the clock is still running, and time is still its biggest challenge.
To win its right to be commercially airborne again Concorde has to prove it can survive any tyreburst, however severe. It had survived the tyrebursts to which it was submitted by airframe manufacturer Aerospatiale in certification tests, but the 4.5kg lump of tyre carcass which penetrated the wing and fuel tanks on 25 July was too much for the structure. Put simplistically, there are three choices: change the tyre design, the gear design, or protect the vulnerable areas.
Until now, tyrebursts/wheel failures have been dealt with by strengthening tyres, wheels, and undercarriage components. Together with the introduction of a unique system for detecting uneven tyre pressures by measuring torque forces in the main landing gear bogeys, these measures, until a few weeks ago, appeared to have limited damage to levels which the aircraft could survive.
Increased underwing or fuel tank protection had been the option that everyone avoided, and according to the airlines and manufacturers, it seems to be the last option this time as well. There are many reasons why the airlines are reluctant to go down that path, including an almost certain airframe weight increase and probable reduction in fuel capacity, but the main one is that the entire wing might need recertification, and that would take far too long. The aircraft would risk becoming perceived as a relic from the past, the maintenance schedules would go awry, the crews would lose flying currency, and reintroducing Concorde into service again would be extremely costly.
British Airways and the French Government seem to be the most bullish parties in the "get Concorde flying again" campaign. The UK Government traditionally leaves matters like this to the Civil Aviation Authority and the airline, whereas in France the State and industry have a much closer relationship. But for all the manifest keenness and expressions of confidence, there is a distinct lack of shape to plans for correcting the problems which have grounded the aircraft.
This is not surprising, because the inquiry has only just begun. Although much is already known, not all of it is understood. What is more, there is a great deal yet to find out, some of which may have a crucial bearing on what solutions could realistically be sought.
Finally, because the French procedure is to appoint a judge to head the investigation, the pace at which the inquiry can proceed is more measured than it would be if it were taking place in the UK, where the initial inquiry is a technical one with minimal procedural constraints.
Although the airlines and manufacturers could begin work on proposed fixes soon, the certification of any fix and the return of Concorde's certificate of airworthiness could not realistically take place until the inquiry is complete, unless an exceptional decision is taken. Meanwhile, the clock ticks on.
There are other considerations. Concorde has a finite life span, with estimates of its remaining useful service life varying between five and 12 years. This will limit the money that could realistically be invested in putting it back into service.
And then there are the issues of what the world thinks. There seems to be little doubt, according to the reaction that BA has observed when putting its fleet back into service while those of Air France were grounded, that Concorde's passengers are faithful to their exceptional mode of travel. But while Concorde may be universally admired, it is not universally loved. Environmental lobbies are closing in, looking for aviation trophies, and even the "hushkit war" still hangs over US/European Union relations, with the associated Congressional threat to withdraw Concorde's dispensation to fly into New York. Concorde remains an easy target for so many lobbies that it is proof of the world's admiration of it that the aircraft has been allowed to fly this long. Good luck to the airlines in their fight to get their Concorde fleets earning again, but let them not underestimate this formidable task.
Source: Flight International
