Accident
Last updated: 24 November 2014
Statuts:Enquête Officielle
Date:mardi 25 juillet 2000
Heure:16:44
Type/Sous-type:Aérospatiale / BAC Concorde 101
Compagnie:Air France
Immatriculation: F-BTSC
Numéro de série: 203
Année de Fabrication: 1975
Heures de vol:11989
Cycles:4873
Moteurs: 4 Rolls-Royce Olympus 593/610
Equipage:victimes: 9 / à bord: 9
Passagers:victimes: 100 / à bord: 100
Total:victimes: 109 / à bord: 109
Victimes au sol:victimes: 4
Dégats de l'appareil: Détruit
Conséquences: Written off (damaged beyond repair)
Lieu de l'accident:Gonesse (   France) show on map
Phase de vol: En vol (ENR)
Nature:Charter International
Aéroport de départ:Paris-Charles de Gaulle Airport (CDG/LFPG), France
Aéroport de destination:New York-John F. Kennedy International Airport, NY (JFK/KJFK), Etats-Unis d'Amérique
Numéro de vol:4590
Détails:
The Air France Concorde, registered F-BTSC, was to depart Paris-Charles de Gaulle for a flight (4590) to New York-JFK. Departure was delayed by about one hour because the crew had requested a replacement of the thrust reverser pneumatic motor of the no. 2 engine. Also, the rear bogie truck of the left hand main undercarriage was replaced. When all 100 passengers had boarded, the plane taxied to runway 26R (4217m long). Take-off weight was calculated to be 186,9 tons, including 95 tons of fuel, which was one tone over the maximum take-off weight. At 14:42:17 the crew were cleared for takeoff.
At 14:42:31, the captain commenced takeoff. At 14:42:54.6, the co-pilot called one hundred knots, then V1 nine seconds later. A few seconds after that, tyre No 2 (right front) on the left main landing gear was destroyed after having run over a strip of metal lost by a Continental Airlines DC-10-30, registered N13067 which departed Paris as flight 055 to Newark five minutes before. The destruction of the tyre in all probability resulted in large pieces of rubber being thrown against the underside of the left wing and the rupture of a part of tank 5. A severe fire broke out under the left wing and around the same time engines 1 and 2 suffered a loss of thrust, severe for engine 2, slight for engine 1. By 14:43:13, as the captain commenced the rotation, the controller informed the crew the presence of flames behind the aircraft. The co-pilot acknowledged this transmission and the flight engineer announced the failure of engine no. 2. Nine seconds later the engine fire alarm sounded and the flight engineer announced "shut down engine 2" then the captain called for the "engine fire" procedure. A few seconds later, the engine 2 fire handle was pulled and the fire alarm stopped. The co-pilot drew the captain's attention to the airspeed, which was 200 kt. At 14:43:30, the captain called for landing gear retraction. The controller confirmed the presence of large flames behind the aircraft. Twelve seconds later the engine fire alarm sounded again for around 12 seconds. It sounded for the third time at about 14:43:58 and continued until the end of the flight. At 14:43:56, the co-pilot commented that the landing gear had not retracted and made several callouts in relation to the airspeed. Three seconds later, the GPWS alarm sounded several times. The co-pilot informed ATC that they were trying for Le Bourget aerodrome. Then the number 1 engine lost power as well. The aircraft entered a left turn until control was lost, crashing into hotel 'Hotellisimo' and bursting into flames.


CAUSE PROBABLE: "L'accident est dû aux causes suivantes :
- Passage à grande vitesse d'un pneumatique sur une pièce perdue par un avion qui avait décollé cinq minutes plus tôt et destruction de ce pneumatique.
- Arrachement d'un important morceau de réservoir selon un processus complexe de transmission de l'énergie produite par l'impact d'un morceau de pneumatique en un autre point du réservoir, cette transmission associant la déformation de la paroi du réservoir et le déplacement du carburant, avec peut-être l'effet contributif d'autres chocs moins importants et/ou d'un coup de bélier hydrodynamique.
- Inflammation du carburant qui fuyait par un arc électrique dans le puits de train ou au contact des parties chaudes du moteur avec remontée de la flamme, provoquant un feu très important sous l'aile de l'avion et d'importantes pertes de poussée des moteurs 2 puis 1.
- Par ailleurs, l'impossibilité de rentrer le train a probablement contribué à l'accrochage et à la stabilisation de la flamme durant tout le vol."

Sources:
» Bureau Enquêtes-Accidents (BEA)

Official accident investigation report
investigating agency: Bureau d'Enquêtes et d'Analyses (BEA) - France
report status: Final
report number: Report f-sc000725
download report: Report f-sc000725
cover

Opérations de secours
The Concorde certificate of airworthiness was suspended 16-8-2000. Major changes to the fuel tank were ordered before Concorde was allowed to fly on passenger services again on November 7, 2001.

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photo of Aérospatiale / BAC Concorde 101 F-BTSC
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Plan
Ce plan montre l'aéroport de départ ainsi que la supposé destination du vol. La ligne fixe reliant les deux aéroports n'est pas le plan de vol exact.
La distance entre Paris-Charles de Gaulle Airport et New York-John F. Kennedy International Airport, NY est de 5792 km (3620 miles).

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