space engineers change flight seat lcd panel names pricelist

The old (legacy) method to calculate the average bar sizes and values should only be used on identical blocks. When averaging blocks with different maximum values the AltCalc keyword should be used. This will change the method of calculation to:

(Like when you had blocks with the names "Thruster #1" and "Thruster #2" and wanted to address them with "Thruster #") In such a case use the IconCount option.

FSD can clone the text content of other displays. These texts can be fixed or could be generated by other scripts (like Automatic LCDs 2 by MMaster or Isy"s Inventory Manager)

LCD Panel, clone:0 position(100,50) fontsize=0.5 TextColor(255,128,0)This would clone the text contend of the first screen of the block "LCD Panel" to the position (x=100 y=50) in an orange color with a font size of 0.5.

This way you can ether reduce the number of LCD Panels needed or greatly enhance the amount of information you can display with a given set of screens/panels.

Caution: There has to be no space between "layoutrate" and the equals sign "="This will set the rate of changes for the screen layouts. (in changes per minute)

You can overide individual LCD/Cockpit screen settings by using a special keyword line starting with "FSD options:" in the Custom Data field of the Programmable block itself.

All keywords for this override options must be in a single line and this line must be located above an optional "ShowStats" line or else the used keywords affect only the LCD panels of the Programmable block.

The same is true for the rate of display layout changesYou can turn the rate up or down. But it due to visual reasons it should remain a fraction of the FpM.

The SeparatorsThese characters are used to separate the "names" part from the "option keyword" part in the Data_sets. Change these at your own risk!!!

The various LCD Panel blocks are a great way to add a human touch to a ship or base by displaying useful images or text. For LCD configuration and usage, see LCD Surface Options.

Note: Some functional blocks, such as Cockpits, Programmable Blocks, Custom Turret Controllers, and Button Panels, have customizable LCD surfaces built in that work the same way as LCD Panel blocks, which are also discussed in detail under LCD Surface Options.

LCD Panels need to be built on a powered grid to work. Without power, they display an "Offline" text. While powered without having a text, image, or script set up, they display "Online".

LCD Panel blocks come in a variety of sizes from tiny to huge (see list below) and are available for large and small grid sizes. Note that LCD Panel blocks all have connections on their backs, and very few also on a second side.

All LCD Panels and LCD surfaces work with the same principle: They are capable of displaying dynamic scripts, or few inbuilt static images accompanied by editable text. Access the ship"s Control Panel Screen to configure LCD Panels or LCD surfaces; or face the LCD Panel block and press "K".

A Text Panel, despite its name, can also display images. On large grid, it is rectangular and does not fully cover the side of a 1x1x1 block. On small grid it is 1x1x1, the smallest possible LCD block in game.

On large grid, you choose the Text Panel when you need something that has rectangular dimensions that make it look like a wall-mounted TV or computer screen. If you want to display images, this one works best with the built-in posters whose names end in "H" or "V" (for horizontal or vertical rotation). On Small grid, you place these tiny display surfaces so you can see them well while seated in a cockpit or control seat, to create a custom display array of flight and status information around you.

Corner LCDs are much smaller display panels that typically hold a few lines of text. They don"t cover the block you place them on and are best suited as signage for doors, passages, or containers. They are less suitable for displaying images, even though it"s possible. If you enable the "Keep aspect ratio" option, the image will take up less than a third of the available space.

These huge Sci-Fi LCD Panels come in sizes of 5x5, 5x3, and 3x3 blocks, and can be built on large grids only. These panels are only available to build if you purchase the "Sparks of the Future" pack DLC.

They work the same as all other LCD Panels, the only difference is that they are very large. In the scenario that comes with the free "Sparks of the Future" update, they are used prominently as advertisement boards on an asteroid station.

This LCD panel can be built on large and small grids. The transparent LCD is basically a 1x1x1 framed window that displays images and text. It is part of the paid "Decorative Blocks Pack #2" DLC.

What is special about them is that if you set the background color to black, this panel becomes a transparent window with a built-in display. In contrast to other LCD Panels it has no solid backside, which makes it ideal to construct transparent cockpit HUDs, or simply as cosmetic decoration.

While configuring an LCD Panel, the GUI covers up the display in-world and you can"t see how the text or images comes out. In the UI Options, you can lower the UI Background opacity to be translucent, so you can watch what you are doing more easily.

Concorde is a tailless aircraft design with a narrow fuselage permitting a 4-abreast seating for 92 to 128 passengers, an ogival delta wing and a droop nose for landing visibility.

On 25 July 2000, Air France Flight 4590 crashed shortly after take-off with all 109 occupants and four on ground killed, the only fatal incident involving Concorde.

Küchemann"s and Weber"s papers changed the entire nature of supersonic design almost overnight. Although the delta had already been used on aircraft prior to this point, these designs used planforms that were not much different from a swept wing of the same span.vortex lift, which led to questions about the low speed handling qualities of such a design.landing gear to produce the required angle of attack while still on the runway.

Generally one wants to have the wing"s centre of pressure (CP, or "lift point") close to the aircraft"s centre of gravity (CG, or "balance point") to reduce the amount of control force required to pitch the aircraft. As the aircraft layout changes during the design phase, it is common for the CG to move fore or aft. With a normal wing design this can be addressed by moving the wing slightly fore or aft to account for this.

To test the new wing, NASA privately assisted the team by modifying a Douglas F5D Skylancer with temporary wing modifications to mimic the wing selection. In 1965 the NASA test aircraft successfully tested the wing, and found that it reduced landing speeds noticeably over the standard delta wing. NASA Ames test center also ran simulations that showed the aircraft would suffer a sudden change in pitch when entering ground effect. Ames test pilots later participated in a joint cooperative test with the French and British test pilots and found that the simulations had been correct, and this information was added to pilot training.

As soon as the design was complete, in April 1960, Pierre Satre, the company"s technical director, was sent to Bristol to discuss a partnership. Bristol was surprised to find that the Sud team had designed a similar aircraft after considering the SST problem and coming to the very same conclusions as the Bristol and STAC teams in terms of economics. It was later revealed that the original STAC report, marked "For UK Eyes Only", had secretly been passed to the French to win political favour. Sud made minor changes to the paper, and presented it as their own work.

Reflecting the treaty between the British and French governments that led to Concorde"s construction, the name Concorde is from the French word IPA:agreement, harmony, or union. The name was officially changed to Concord by Harold Macmillan in response to a perceived slight by Charles de Gaulle. At the French roll-out in Toulouse in late 1967,Minister of Technology, Tony Benn, announced that he would change the spelling back to Concorde.Entente (Cordiale)". In his memoirs, he recounts a tale of a letter from an irate Scotsman claiming: "[Y]ou talk about "E" for England, but part of it is made in Scotland." Given Scotland"s contribution of providing the nose cone for the aircraft, Benn replied, "[I]t was also "E" for "Écosse" (the French name for Scotland) – and I might have added "e" for extravagance and "e" for escalation as well!"

A two-page advertisement for Concorde ran in the 29 May 1967 issue of Aviation Week & Space Technology which predicted a market for 350 aircraft by 1980 and boasted of Concorde"s head start over the United States" SST project.

The design work was supported by a preceding research programme studying the flight characteristics of low ratio delta wings. A supersonic Fairey Delta 2 was modified to carry the ogee planform, and, renamed as the BAC 221, used for flight tests of the high speed flight envelope,Handley Page HP.115 also provided valuable information on low speed performance.

Construction of two prototypes began in February 1965: 001, built by Aérospatiale at Toulouse, and 002, by BAC at Filton, Bristol. Concorde 001 made its first test flight from Toulouse on 2 March 1969, piloted by André Turcat,RAF Fairford on 9 April 1969, piloted by Brian Trubshaw.Paris Air Show. As the flight programme progressed, 001 embarked on a sales and demonstration tour on 4 September 1971, which was also the first transatlantic crossing of Concorde.Dallas/Fort Worth Regional Airport to mark that airport"s opening.

The United States government cut federal funding for the Boeing 2707, its rival supersonic transport programme, in 1971; Boeing did not complete its two 2707 prototypes. The US, India, and Malaysia all ruled out Concorde supersonic flights over the noise concern, although some of these restrictions were later relaxed.Jimmy Carter"s administration as having been an act of protectionism of American aircraft manufacturers.

Concorde is an ogival delta winged aircraft with four Olympus engines based on those employed in the RAF"s Avro Vulcan strategic bomber. It is one of the few commercial aircraft to employ a tailless design (the Tupolev Tu-144 being another). Concorde was the first airliner to have a (in this case, analogue) fly-by-wire flight-control system; the avionics system Concorde used was unique because it was the first commercial aircraft to employ hybrid circuits.Sir Archibald Russell as his deputy.

Concorde"s Air Intake Control Units (AICUs) made use of a digital processor to provide the necessary accuracy for intake control. It was the world"s first use of a digital processor to be given full authority control of an essential system in a passenger aircraft. It was developed by the Electronics and Space Systems (ESS) division of the British Aircraft Corporation after it became clear that the analogue AICUs fitted to the prototype aircraft and developed by Ultra Electronics were found to be insufficiently accurate for the tasks in hand.

Air compression on the outer surfaces caused the cabin to heat up during flight. Every surface, such as windows and panels, was warm to the touch by the end of the flight.nose, due to aerodynamic heating. The engineers used Hiduminium R.R. 58, an aluminium alloy, throughout the aircraft because of its familiarity, cost and ease of construction. The highest temperature that aluminium could sustain over the life of the aircraft was 127 °C (261 °F), which limited the top speed to Mach 2.02.fatigue modelling. A test rig was built that repeatedly heated up a full-size section of the wing, and then cooled it, and periodically samples of metal were taken for testing.

Owing to air compression in front of the plane as it travelled at supersonic speed, the fuselage heated up and expanded by as much as 300 mm (12 in). The most obvious manifestation of this was a gap that opened up on the flight deck between the flight engineer"s console and the bulkhead. On some aircraft that conducted a retiring supersonic flight, the flight engineers placed their caps in this expanded gap, wedging the cap when the airframe shrank again.heat sink for the heat from the air conditioning.

Concorde had livery restrictions; the majority of the surface had to be covered with a highly reflective white paint to avoid overheating the aluminium structure due to heating effects from supersonic flight at Mach 2. The white finish reduced the skin temperature by 6 to 11 °C (11 to 20 °F).Pepsi.

Due to its high speeds, large forces were applied to the aircraft during banks and turns, and caused twisting and distortion of the aircraft"s structure. In addition there were concerns over maintaining precise control at supersonic speeds. Both of these issues were resolved by active ratio changes between the inboard and outboard elevons, varying at differing speeds including supersonic. Only the innermost elevons, which are attached to the stiffest area of the wings, were active at high speed.

When any aircraft passes the critical mach of that particular airframe, the centre of pressure shifts rearwards. This causes a pitch down moment on the aircraft if the centre of gravity remains where it was. The engineers designed the wings in a specific manner to reduce this shift, but there was still a shift of about 2 metres (6 ft 7 in). This could have been countered by the use of trim controls, but at such high speeds this would have dramatically increased drag. Instead, the distribution of fuel along the aircraft was shifted during acceleration and deceleration to move the centre of gravity, effectively acting as an auxiliary trim control.

Concorde"s high cruising altitude meant people on board received almost twice the flux of extraterrestrial ionising radiation as those travelling on a conventional long-haul flight.equivalent dose would normally be less than a conventional flight over the same distance.solar activity might lead to an increase in incident radiation.

While subsonic commercial jets took eight hours to fly from Paris to New York (seven hours from New York to Paris), the average supersonic flight time on the transatlantic routes was just under 3.5 hours. Concorde had a maximum cruising altitude of 18,300 metres (60,000 ft) and an average cruise speed of Mach 2.02 (2,150 km/h; 1,330 mph), more than twice the speed of conventional aircraft.

With no other civil traffic operating at its cruising altitude of about 56,000 ft (17,000 m), Concorde had exclusive use of dedicated oceanic airways, or "tracks", separate from the North Atlantic Tracks, the routes used by other aircraft to cross the Atlantic. Due to the significantly less variable nature of high altitude winds compared to those at standard cruising altitudes, these dedicated SST tracks had fixed co-ordinates, unlike the standard routes at lower altitudes, whose co-ordinates are replotted twice daily based on forecast weather patterns (jetstreams).cruise-climb flight profile following take-off.

Scheduled flights began on 21 January 1976 on the London–Bahrain and Paris–Rio de Janeiro (via Dakar) routes,Caracas route (via Azores) began on 10 April. The US Congress had just banned Concorde landings in the US, mainly due to citizen protest over sonic booms, preventing launch on the coveted North Atlantic routes. The US Secretary of Transportation, William Coleman, gave permission for Concorde service to Washington Dulles International Airport, and Air France and British Airways simultaneously began a thrice-weekly service to Dulles on 24 May 1976.

In December 1977, British Airways and Singapore Airlines started sharing a Concorde for flights between London and Singapore International Airport at Paya Lebar via Bahrain. The aircraft, BA"s Concorde G-BOAD, was painted in Singapore Airlines livery on the port side and British Airways livery on the starboard side.

From December 1978 to May 1980, Braniff International Airways leased 11 Concordes, five from Air France and six from British Airways.Dallas–Fort Worth and Washington Dulles International Airport, flown by Braniff flight crews.

In its early years, the British Airways Concorde service had a greater number of "no shows" (passengers who booked a flight and then failed to appear at the gate for boarding) than any other aircraft in the fleet.

Its estimated operating costs were $3,800 per block hour in 1972 (equivalent to $24,617 in 2021), compared to actual 1971 operating costs of $1,835 for a 707 and $3,500 for a 747 (equivalent to $12,278 and $23,419, respectively); for a 3,050 nmi (5,650 km) London–New York sector, a 707 cost $13,750 or 3.04¢ per seat/nmi (in 1971 dollars), a 747 $26,200 or 2.4¢ per seat/nmi and Concorde $14,250 or 4.5¢ per seat/nmi.

On 10 April 2003, Air France and British Airways simultaneously announced they would retire Concorde later that year.slump in air travel following the September 11 attacks, and rising maintenance costs: Airbus, the company that acquired Aérospatiale in 2000, had made a decision in 2003 to no longer supply replacement parts for the aircraft. Although Concorde was technologically advanced when introduced in the 1970s, 30 years later, its analogue cockpit was outdated. There had been little commercial pressure to upgrade Concorde due to a lack of competing aircraft, unlike other airliners of the same era such as the Boeing 747.flight engineer; other aircraft, such as the modernised 747-400, had eliminated the role.

Other reasons why the attempted revival of Concorde never happened relate to the fact that the narrow fuselage did not allow for "luxury" features of subsonic air travel such as moving space, reclining seats and overall comfort.

French Concorde F-BTSD has been retired to the "Musée de l"Air" at Paris–Le Bourget Airport near Paris; unlike the other museum Concordes, a few of the systems are being kept functional. For instance, the famous "droop nose" can still be lowered and raised. This led to rumours that they could be prepared for future flights for special occasions.

French Concorde F-BVFB is at the Auto & Technik Museum Sinsheim at Sinsheim, Germany, after its last flight from Paris to Baden-Baden, followed by a spectacular transport to Sinsheim via barge and road. The museum also has a Tupolev Tu-144 on display – this is the only place where both supersonic airliners can be seen together.

In 1989, Air France signed a letter of agreement to donate a Concorde to the National Air and Space Museum in Washington D.C. upon the aircraft"s retirement. On 12 June 2003, Air France honoured that agreement, donating Concorde F-BVFA (serial 205) to the museum upon the completion of its last flight. This aircraft was the first Air France Concorde to open service to Rio de Janeiro, Washington, D.C., and New York and had flown 17,824 hours. It is on display at the Smithsonian"s Steven F. Udvar-Hazy Center at Dulles Airport.

BA Concorde G-BOAB at London Heathrow Airport. This aircraft flew for 22,296 hours between its first flight in 1976 and its final flight in 2000, and has remained there ever since.

In a week of farewell flights around the United Kingdom, Concorde visited Birmingham on 20 October, Belfast on 21 October, Manchester on 22 October, Cardiff on 23 October, and Edinburgh on 24 October. Each day the aircraft made a return flight out and back into Heathrow to the cities, often overflying them at low altitude.Windsor Castle, an honour reserved for state events and visiting dignitaries, as Concorde"s last west-bound commercial flight departed London.

British Airways retired its Concorde fleet on 24 October 2003.Bay of Biscay, carrying VIP guests including former Concorde pilots, and G-BOAE to Edinburgh. The three aircraft then circled over London, having received special permission to fly at low altitude, before landing in sequence at Heathrow. The captain of the New York to London flight was Mike Bannister.Boeing Field to join the Museum of Flight"s permanent collection. The plane was piloted by Mike Bannister and Les Broadie, who claimed a flight time of three hours, 55 minutes and 12 seconds, a record between the two cities that was made possible by Canada granting use of a supersonic corridor between Chibougamau, Quebec, and Peace River, Alberta.

All of BA"s Concorde fleet have been grounded, drained of hydraulic fluid and their airworthiness certificates withdrawn. Jock Lowe, ex-chief Concorde pilot and manager of the fleet, estimated in 2004 that it would cost £10–15 million to make G-BOAF airworthy again.Bonhams held an auction of British Airways Concorde artefacts, including a nose cone, at Kensington Olympia in London.Intrepid Sea, Air & Space Museum in New York.Brooklands Museum, in Surrey, England.

Concorde G-BOAB, call sign Alpha Bravo, was never modified and returned to service with the rest of British Airways" fleet, and has remained at London Heathrow Airport since its final flight, a ferry flight from JFK in 2000.

One of the youngest Concordes (F-BTSD) is on display at Le Bourget Air and Space Museum in Paris. In February 2010, it was announced that the museum and a group of volunteer Air France technicians intend to restore F-BTSD so it can taxi under its own power.

G-BOAD, the aircraft that holds the record for the Heathrow – JFK crossing at 2 hours, 52 minutes, and 59 seconds, is on display at the Intrepid Sea, Air & Space Museum in New York.

Braniff International Airways operated Concordes between Washington/Dulles and Dallas/Ft. Worth international airports, utilizing its own flight and cabin crew, under its own insurance and operator"s license. Stickers containing a US registration were placed over the French and British registrations of the aircraft during each rotation, and a placard was temporarily placed behind the cockpit to signify the operator and operator"s license in command.

Singapore Airlines had its livery placed on the left side of Concorde G-BOAD, and held a joint marketing agreement which saw Singapore insignias on the cabin fittings, as well as the airline"s "Singapore Girl" stewardesses jointly sharing cabin duty with British Airways flight attendants. All flight crew, operations, and insurances remained solely under British Airways however, and at no point did Singapore Airlines operate Concorde services under its own operator"s certification, nor wet-lease an aircraft. This arrangement initially only lasted for three flights, conducted between 9–13 December 1977; it later resumed on 24 January 1979, and operated until 1 November 1980. The Singapore livery was used on G-BOAD from 1977 to 1980.

On 25 July 2000, Air France Flight 4590, registration F-BTSC, crashed in Gonesse, France, after departing from Charles de Gaulle Airport en route to John F. Kennedy International Airport in New York City, killing all 100 passengers and nine crew members on board as well as four people on the ground. It was the only fatal accident involving Concorde. This crash also damaged Concorde"s reputation and caused both British Airways and Air France to temporarily ground their fleets until modifications that involved strengthening the affected areas of the aircraft had been made.

The claim that a metallic strip caused the crash was disputed during the trial both by witnesses (including the pilot of then French President Jacques Chirac"s aircraft that had just landed on an adjacent runway when Flight 4590 caught fire) and by an independent French TV investigation that found a wheel spacer had not been installed in the left-side main gear and that the plane caught fire some 1,000 feet from where the metallic strip lay.

Before the accident, Concorde had been arguably the safest operational passenger airliner in the world with zero passenger deaths-per-kilometres travelled; but there had been two prior non-fatal accidents and a rate of tyre damage some 30 times higher than subsonic airliners from 1995 to 2000.Kevlar lining on the fuel tanks and specially developed burst-resistant tyres.Mike Bannister. During the 3-hour 20-minute flight over the mid-Atlantic towards Iceland, Bannister attained Mach 2.02 and 60,000 ft (18,000 m) before returning to RAF Brize Norton. The test flight, intended to resemble the London–New York route, was declared a success and was watched on live TV, and by crowds on the ground at both locations.

The first flight with passengers after the 2000 grounding for safety modifications landed shortly before the World Trade Center attacks in the United States. This was not a commercial flight: all the passengers were BA employees.Rudy Giuliani greeted the passengers.

12 April 1989: A Concorde of British registration, G-BOAF, on a chartered flight from Christchurch, New Zealand, to Sydney, suffered a structural failure in-flight at supersonic speed. As the aircraft was climbing and accelerating through Mach 1.7, a "thud" was heard. The crew did not notice any handling problems, and they assumed the thud they heard was a minor engine surge. No further difficulty was encountered until descent through 40,000 feet (12,000 m) at Mach 1.3, when a vibration was felt throughout the aircraft, lasting two to three minutes. Most of the upper rudder had become separated from the aircraft at this point. Aircraft handling was unaffected, and the aircraft made a safe landing at Sydney. The UK"s Air Accidents Investigation Branch (AAIB) concluded that the skin of the rudder had been separating from the rudder structure over a period of time before the accident due to moisture seepage past the rivets in the rudder. Furthermore, production staff had not followed proper procedures during an earlier modification of the rudder, but the procedures were difficult to adhere to.

21 March 1992: British Airways Flight 01, G-BOAB, on a scheduled flight from London to New York, also suffered a structural failure in-flight at supersonic speed. While cruising at Mach 2, at approximately 53,000 feet (16,000 m) above mean sea level, the crew heard a "thump". No difficulties in handling were noticed, and no instruments gave any irregular indications. This crew also suspected there had been a minor engine surge. One hour later, during descent and while decelerating below Mach 1.4, a sudden "severe" vibration began throughout the aircraft.

The 2010 trial involving Continental Airlines over the crash of Flight 4590 established that from 1976 until Flight 4590 there had been 57 tyre failures involving Concordes during takeoffs, including a near-crash at Dulles Airport on 14 June 1979 involving Air France Flight 54 where a tyre blowout pierced the plane"s fuel tank and damaged the port-side engine and electrical cables, with the loss of two of the craft"s hydraulic systems.

The main competing designs for the US government-funded SST were the swing-wing Boeing 2707 and the compound delta wing Lockheed L-2000. These were to have been larger, with seating for up to 300 people.North American XB-70 Valkyrie prototypes and Convair B-58 Hustler strategic nuclear bomber had shown that sonic booms were quite capable of reaching the ground,Oklahoma City sonic boom tests led to the same environmental concerns that hindered the commercial success of Concorde. The American government cancelled its SST project in 1971 having spent more than $1 billion without any aircraft being built.

Before Concorde"s flight trials, developments in the civil aviation industry were largely accepted by governments and their respective electorates. Opposition to Concorde"s noise, particularly on the east coast of the United States,

Concorde was normally perceived as a privilege of the rich, but special circular or one-way (with return by other flight or ship) charter flights were arranged to bring a trip within the means of moderately well-off enthusiasts.

In 2006, 37 years after its first test flight, Concorde was announced the winner of the Great British Design Quest organised by the BBC and the Design Museum. A total of 212,000 votes were cast with Concorde beating other British design icons such as the Mini, mini skirt, Jaguar E-Type, Tube map, the World Wide Web, K2 telephone box and the Supermarine Spitfire.

The heads of France and the United Kingdom flew in Concorde many times.Georges Pompidou,Valéry Giscard d"EstaingFrançois MitterrandElizabeth II and Prime Ministers Edward Heath, Jim Callaghan, Margaret Thatcher, John Major and Tony Blair took Concorde in some charter flights such as the Queen"s trips to Barbados on her Silver Jubilee in 1977, in 1987 and in 2003, to the Middle East in 1984 and to the United States in 1991.Pope John Paul II flew on Concorde in May 1989.

Concorde sometimes made special flights for demonstrations, air shows (such as the Farnborough, Paris-LeBourget, Oshkosh AirVenture and MAKS air shows) as well as parades and celebrations (for example, of Zurich Airport"s anniversary in 1998). The aircraft were also used for private charters (including by the President of Zaire Mobutu Sese Seko on multiple occasions),OKI), for Olympic torch relays (1992 Winter Olympics in Albertville) and for observing solar eclipses, including the solar eclipse of June 30, 1973total solar eclipse on August 11, 1999.

The fastest transatlantic airliner flight was from New York JFK to London Heathrow on 7 February 1996 by the British Airways G-BOAD in 2 hours, 52 minutes, 59 seconds from take-off to touchdown aided by a 175 mph (282 km/h) tailwind.Sydney—on the opposite side of the world—in a time of 17 hours, 3 minutes and 45 seconds, including refuelling stops.

On its way to the Museum of Flight in November 2003, G-BOAG set a New York City-to-Seattle speed record of 3 hours, 55 minutes, and 12 seconds. Due to the restrictions on supersonic overflights within the US the flight was granted permission by the Canadian authorities for the majority of the journey to be flown supersonically over sparsely-populated Canadian territory.

Automatic flight control system with dual autopilots, autothrottles, and flight directors: full autoland capability with visibility limits 250 m (820 ft) horizontally, 15 ft (4.6 m) decision height

BA and Air France Concordes originally had 100 seats. Due to weight considerations Air France removed 8 seats after the safety modifications of CY2000–2001.

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