BEA - Bureau d'Enquêtes et d'Analyses pour la sécurité de l'aviation civile - Zone Sud - Bâtiment 153 - 200, rue de Paris - Aéroport du Bourget - 93352 Le Bourget Cedex - FRANCE - Téléphone 33 1 49 92 72 00 - Télécopie 33 1 49 92 72 03BEA - Bureau d'Enquêtes et d'Analyses pour la sécurité de l'aviation civile - Zone Sud - Bâtiment 153 - 200, rue de Paris - Aéroport du Bourget - 93352 Le Bourget Cedex - FRANCE - Téléphone 33 1 49 92 72 00 - Télécopie 33 1 49 92 72 03


Press release, 28 July 2000
Update on the Technical Investigation into the Concorde accident on 25 July 2000

The BEA has published a new interim report on the accident that occurred on 25 July 2000 to the Concorde registered F-BTSC.

This report summarises the work carried out in the technical investigation up to mid-July 2001, adding to and updating the preliminary report published on 31 August 2000 and the first interim report published on 15 December 2000. It is available in French on the BEA website. An English translation will also be published in the coming days.

Since the publication of the interim report in December 2000, the investigation has continued and most aspects of the accident have now been understood. The second interim report presents the results of the work undertaken, with the following main subject areas:

  • Work carried out on the wreckage, in particular on the partial reconstruction of the left wing destroyed by the fire. Due to the condition of the wreckage, this work did not bring to light any new and revealing evidence. It has been established that ignition of an air/fuel mixture in the left dry bay caused violent overpressure whilst the aircraft was flying over the end of the runway.
  • Study of Concorde's structural resistance to flames. This study reveals a rapid degradation, with the temperature reached in flight, of the mechanical characteristics of the alloy used for the majority of the aircraft's structure. This conclusion is confirmed by the presence of splashes of melted aluminium noted on parts found under the aircraft's path. Furthermore, some essential components directly exposed to the flame, such as the left inner elevon, of which a part was found on the runway extension, suffered severe damage.
  • An explanation of the non-retraction of the landing gear, due to the partial opening or non-opening of the left main landing gear door.
  • Identification and explanation of the majority of the aural warnings recorded during the flight.
  • Operation of the engines, established by their disassembly, laboratory examinations and readout of the recorded parameters. The engines performed in accordance with certified norms. The initial loss of thrust on engine 1 appears to be due to ingestion of soft bodies (tyre debris); its second loss of thrust, also during takeoff, was due to ingestion of aviation fuel and hot gases from the fire. When the engine had practically recovered normal thrust, a further ingestion, in flight, of hard objects and a mixture of hot gases and aviation fuel led to its final loss of thrust. The shut down of engine 2 resulted from application of the « Engine Fire » procedure by the crew, justified by the almost total loss of thrust and the activation of the « Engine Fire » warning.
  • The various stages in the preparation of flight AFR 4590. Recalculation of the data, taking into account the characteristics of the runway used and the repair to thrust reverser 2, confirms that the estimated takeoff weight was slightly below the authorised maximum takeoff weight. It should be noted that fuel consumption during taxiing was lower than estimated consumption: the aircraft therefore took off with slightly excess weight. However, the calculations presented in the preliminary report show that this does not change aircraft performance on takeoff.
  • Conclusions on the examination of the metallic strip found on the runway, samples taken and photographs taken in Houston. These examinations established a close relation between the metallic strip and the joint area on the cowl on engine 3 of the Continental Airlines DC-10. The piece missing from this cowl had been changed on two occasions, on the 11 June and the 9 July 2000. In addition, taxi tests with tyres identical to those installed on Concorde F-BTSC running over a metallic strip of the same shape as that found on the runway reproduced damage similar to that observed on tyre n°2.
  • Study on the absence of the left bogie spacer. The circumstances in which this spacer was omitted on re-assembly during maintenance operations have been established. An examination of the possible consequences of such an omission, observations made on the aircraft and its behaviour before its passage over the metallic strip showed that the absence of the spacer definitely did not contribute to the accident.
  • Policy for prevention of risks associated with debris on runways and taxiways at various airports.

The investigation is coming to an end. Work on identifying the causes of ignition of the fuel is complete and the results are currently being analysed. Work to describe in detail the rupture mechanism for tank n°5 is proceeding intensively. The recent firing tests have not managed to reproduce the phenomenon. The BEA hopes to be able to publish its final report in the coming months, after consultation with the Commission of Inquiry and, in accordance with international agreements, with the foreign organisations concerned.




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Accident to the Gulfstream G IV registered N823GA on 13 July 2012 in Le Castellet Airport (83). Information on 18 July 2013.


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Accident on 19 August 2012 in Feings (France) to the Cameron Balloons Z-750 registered F-HDJH operated by Air Magic, SARL Flying Circus, published in English on 27 June 2014
Accident on 16 July 2013 in Authon-la-Plaine (France) to Lindstrand 180 A balloon registered F-GSAE operated by Aerfun Montgolfières, published in English on 27 June 2014
Serious incident on 29 June 2010 near Basel-Mulhouse airport (France) between the Airbus A319 registered HB-JZQ operated by easyJet Switzerland and the Airbus A319 registered F-GRHA operated by Air France, published in English on 12 May 2014
Accident on 4 March 2013 just after takeoff from Annemasse (France) to the Beechcraft Premier 1A registered VP-CAZ, published in English on 2 May 2014
Study, events Associated with an engine malfunction, Thielert TAE 125 engines, published in English on 17 April 2014
Accident on 16 October 2012 to the Bombardier CRJ-700 registered F-GRZE and operated by Brit Air at Lorient Lann Bihoué Aerodrome (France), published in English on 18 March 2014
Serious Incident on 16 November 2011 to the Boeing 777-200 registered F-GSPP at Paris Charles de Gaulle Airport (95)
Accident on 24 March 2012 on approach to Tunis Carthage Airport (Tunisia) to the Airbus A319 registered F-GRHU and operated by Air France, published in English on 20 december 2013.
Serious incident on 3 April 2012 on approach to Tel Aviv Ben Gurion Airport (Israel) to the Airbus A320-214 registered F-HEPE and operated by Air France, published in English on 20 december 2013.
Serious incident on 14 september 2010 in Wuxi (China) to the Airbus A319 registered B-6054 and operated by Sichuan Airlines. Civil Aviation Administration of China final report, published on 29 november 2013.
Serious incident on 13 March 2012 to the Airbus A340-300 registered F-GLZU and operated by Air France, on approach to Paris Charles de Gaulle Airport (France) Report published in English on 12 September 2013.
Incident on 25 June 2011 to the ATR 72 registered F-OIQU and operated by Air Tahiti, on initial climb, after take-off from Papeete airport (French Polynesia). Report published in English on 23 July 2013.
Accident on 10 June 2008 to the Airbus 310 registered ST-ATN, Flight Sudan Airways 109 at Khartoum Airport, Sudan. Sudanese Air Accident Investigation Central Directorate report.
Serious incident on 16 January 2010 to aircraft EP-IBB at Stockholm/Arlanda Airport, Stockholm county, Sweden. Statens haverikommission, Swedish Accident Investigation Authority report.
Incident on 17 June 2012 to the BAe146 registered EI-RJW at Basel-Mulhouse-Freiburg Airport (France). Final Report published in English on 25 October 2012.
Incident on 18 November 2011 to the ATR 72-212A registered F-OIQO at Moorea aerodrome (French Polynesia). Final Report published in English on 18 October 2012.
Accident on 17 june 2011 to the Piper PA-39 "Twin Comanche" registered G-AYZE at Peille (France). Final Report published in English on 15 October 2012.
Accident on 28 October 2010 off Adélie Land (Antarctica) to the AS 350 B3 Squirrel registered F-GJFJ operated by SAF HELICOPTERES. Final Report published in English on 24 September 2012.
Serious incident on 15 April 2010 south-east of Brive-la-Roche (19) to the Hawker Beechcraft Corporation Beech B200GT registered F-HSFA operated by SEFA. Final Report published in English on 20 August 2012.
Accident on July 12, 2010 to the Bombardier CRJ700 registered F-GRZN at Bilbao Airport (Spain). Final Report published in English on 25 July 2012.
Accident on 4 April 2011 to the Robin DR400-120 registered F-GABB at Le Touquet Paris-Plage aerodrome (62). Final Report published in English on 24 July 2012.
Accident on 25 July 2010 to the Schweizer 269 C helicopter registered F-GJGQ at Coullons (45). Final Report published in English on 24 July 2012.
Accident on 24 May 2012 to the aircraf Embraer ERJ 145 MP registered F-GUBF at Ljubljana aerodrome (Slovenia), runway 31. Final Report published in English on 24 July 2012.
Serious incident on 17 January 2011 to the Boeing 777 registered F-GSPM in cruise, over the Atlantic ocean. Final Report published in English on 16 July 2012.
Serious incident on 16 August 2008 on take-off from Paris Charles de Gaulle Airport (95) to the Boeing 737-800 registered SU-BPZ operated by AMC Airlines. Final Report published in English on 29 August 2011.
Accident on 1st June 2009 between Rio and Paris to the Airbus A330-203 registered F-GZCP, flight AF 447. Final Report, published on 5 July 2012.

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