If I understand it, the suspect metal on the runway is said to have matched the DC10. I saw no mention of Continental challenging the origin of the piece. I saw no mention of another aircraft on the field which would have interfered with stopping. How you stop a burning Concorde from 200 knots is another matter. Gerry http://foley.ultinet.net/~gerry/africar/africa.html http://home.columbus.rr.com/gfoley http://www.fortunecity.com/victorian/pollock/263/egypt/egypt.html ----- Original Message ----- From: "Mike Gammon" <jmgammon@sympatico.ca> To: <AIRLINE@LISTSERV.CUNY.EDU> Sent: Friday, February 28, 2003 2:53 PM Subject: Re: Concorde future 'under review' Here goes (I would note from the photos in the report that soot traces on the runway show that the fire broke out when the aircraft was clearly still on or near the runway centerline, therefore quashing the theory that a runway light stanchion was the cause; the aircraft did drift towards the lights, but only after the catastrophic sequence of events had commenced): Résumé Lors du décollage de la piste 26 droite de l'aérodrome de Paris Charles de Gaulle, peu avant la rotation, le pneu avant droit (roue n° 2) du train gauche roule sur une lamelle métallique tombée d'un autre avion et se détériore. Des débris sont projetés contre la structure de l'aile, provoquant une rupture du réservoir 5. Un feu important, alimenté par la fuite, se déclare presque immédiatement sous la voilure gauche. Des problèmes apparaissent peu après sur le moteur 2 et momentanément sur le moteur 1. L'avion décolle. L'équipage arrête le moteur 2, toujours proche du régime ralenti, après une alarme feu moteur. Il constate que le train ne rentre pas. L'avion vole pendant environ une minute à la vitesse de 200 kt et à l'altitude radio sonde de 200 pieds, mais il ne peut pas prendre ni altitude ni vitesse. Le moteur 1 perd alors sa poussée, l'incidence et l'inclinaison de l'avion augmentent fortement. La poussée des moteurs 3 et 4 diminue rapidement. L'avion s'écrase sur un hôtel. Translated: During takeoff from runway 26 at Paris-CDG, shortly before rotation, the front right tire (wheel no. 2) of the left landing gear rolled over a metallic blade fallen from another aircraft, and is damaged. Debris was projected, impacting against the wing structure, causing rupture of no. 5 fuel tank. A serious fire, fed by the ensuing leak, starts almost immediately under the left wing. Problems occured shortly afterwards with no. 2 engine and momentarily with no. 1 engine. The aircraft took off. The crew shut down no. 2 engine, which remained near idle, after an engine fire warning. The crew realizes that the landing gear won’t retract. The aircraft flew for approximately 1 minute at 200 knots, and a radar altitude of 200 feet, but is unable to climb or accelerate. No. 1 engine then loses thrust, with the angle of attack and of bank of the aircraft increasingly greatly. No. 3 and 4 engines lose thrust rapidly. The aircraft crashes into a hotel. Mike Gammon > > From: WaterskiPilot@aol.com > Date: Fri, 28 Feb 2003 13:26:04 EST > To: AIRLINE@LISTSERV.CUNY.EDU > Subject: Re: Concorde future 'under review' > > In a message dated 2/28/2003 9:48:26 AM Central Standard Time, > jmgammon@sympatico.ca writes: > > > French only unfortunately. Not a problem for me but not likely to endear > > itself to others. > > > > Don't keep us in suspense, can you summarize? > > Jim > Jim Hann > Waterski J-41 Captain > Lambert-St. Louis Airport (STL/KSTL) >