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Last updated: 29 November 2021
Statuts:Enquête Officielle
Date:samedi 21 mars 1992
Heure:13:00 UTC
Type/Sous-type:Silhouette image of generic CONC model; specific model in this crash may look slightly different
Aérospatiale / BAC Concorde 102
Compagnie:British Airways
Immatriculation: G-BOAB
Numéro de série: 208
Année de Fabrication: 1976-05-18 (15 years 10 months)
Heures de vol:15387
Moteurs: 4 Rolls-Royce Olympus 593/610
Equipage:victimes: 0 / à bord: 9
Passagers:victimes: 0 / à bord:
Total:victimes: 0 / à bord:
Dégats de l'appareil: Mineurs
Conséquences: Repaired
Lieu de l'accident:North Atlantic (   Océan Atlantique)
Phase de vol: En vol (ENR)
Nature:Transport de Passagers Intern.
Aéroport de départ:London-Heathrow Airport (LHR/EGLL), Royaume Uni
Aéroport de destination:New York-John F. Kennedy International Airport, NY (JFK/KJFK), Etats-Unis d'Amérique
Numéro de vol:BA1
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.

Probable Cause:

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

Opérations de secours

AAIB issued 3 Safety Recommendations

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Ce plan montre l'aéroport de départ ainsi que la supposée destination du vol. La ligne fixe reliant les deux aéroports n'est pas le plan de vol exact.
La distance entre London-Heathrow Airport et New York-John F. Kennedy International Airport, NY est de 5499 km (3437 miles).

Les informations ci-dessus ne représentent pas l'opinion de la 'Flight Safety Foundation' ou de 'Aviation Safety Network' sur les causes de l'accident. Ces informations prélimimaires sont basées sur les faits tel qu'ils sont connus à ce jour.
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