Accident Aérospatiale / BAC Concorde 102 G-BOAB,
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Date:Saturday 21 March 1992
Type:Silhouette image of generic CONC model; specific model in this crash may look slightly different    
Aérospatiale / BAC Concorde 102
Owner/operator:British Airways
Registration: G-BOAB
MSN: 208
Year of manufacture:1976
Total airframe hrs:15387 hours
Cycles:5010 flights
Engine model:Rolls-Royce Olympus 593/610
Fatalities:Fatalities: 0 / Occupants: 67
Aircraft damage: Minor, repaired
Location:North Atlantic -   Atlantic Ocean
Phase: En route
Nature:Passenger - Scheduled
Departure airport:London-Heathrow Airport (LHR/EGLL)
Destination airport:New York-John F. Kennedy International Airport, NY (JFK/KJFK)
Investigating agency: AAIB
Confidence Rating: Accident investigation report completed and information captured
The British Airways Concorde, G-BOAB was on a scheduled transatlantic passenger flight from London to New York. After the aircraft had been airborne for 1 hour and 57 minutes, when cruising at FL 530 and Mach 2, the crew noticed a momentary vibration which, in the absence of any unusual indications on the flight deck instruments, they assumed to be caused by a brief engine surge. However, approximately one hour later, as the aircraft was descending and decelerating below Mach 1.4, there was a sudden onset of severe vibration that was felt throughout the aircraft. Although the crew were unaware of the source of the vibration, portions of the upper rudder were probably separating from the aircraft at this time. In attempting to diagnose the problem it was found that increasing power on No 2 engine appeared to cause the vibration level to increase and accordingly, as a precaution, this engine was shut down. Aircraft handling was apparently unaffected until during the manual landing when more than normal right rudder was needed. However, an otherwise uneventful 3-engine approach and landing was carried out at JF Kennedy International Airport, New York. Upon landing, the crew were informed that a large section of the upper rudder was missing.

1) The bonded honeycomb structure of the upper rudder, upper wedge broke-up as a result of delamination of the skid/honeycomb bond.
2) The reason for the presence of the delamination could not be established with certainty but the balance of evidence pointed to weakening of the skin/honeycomb bond, brought about by the accidental ingress of preparation materials into the core during the course of a major repair performed some 254 flying hours before the event.
3) The large size of the repair to VW23 would have made successful application of the repair procedures all the more challenging and sealing of the original structure to prevent the ingress of preparation fluids more difficult.
4) The potential for repair preparation materials to adversely affect the skidhoneycomb bond strength was not generally appreciated before this accident.

Accident investigation:
Investigating agency: AAIB
Report number: AAIB AAR 5/1993
Status: Investigation completed
Duration: 1 year and 7 months
Download report: Final report


History of this aircraft

Other occurrences involving this aircraft
21 December 1979 G-BOAB British Airways 0 London unk
Tire failure
15 November 1985 G-BOAB British Airways 0 London Heathrow Airport (LHR/EGLL) min
Tire failure
25 October 1993 G-BOAB British Airways 0 London Heathrow Airport (LHR/EGLL) min
Tire failure
21 July 1995 G-BOAB British Airways 0 London Heathrow Airport (LHR/EGLL) min
Tire failure
18 September 1996 G-BOAB British Airways 0 London-Heathrow Airport (LHR/EGLL) unk
Hydraulic system problem
8 March 1997 G-BOAB British Airways 0 London Heathrow Airport (LHR/EGLL) min
Engine failure
14 July 2000 G-BOAB British Airways 0 London-Heathrow Airport (LHR/EGLL) min
Tire failure

Revision history:


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