When the Red, White, and Blue Flew Supersonic: The Story Behind Braniff Pilots Flying Concorde

When the Red, White, and Blue Flew Supersonic: The Story Behind Braniff Pilots Flying Concorde - The Supersonic Race Takes Flight

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The prospect of supersonic air travel captured imaginations worldwide in the 1960s as the Space Age took flight. Aviation engineers dreamed of cutting travel times in half by breaking the sound barrier not just with military jets, but with commercial airliners carrying hundreds of passengers in comfort. The economic incentives were massive for airlines that could slash their fastest routes from seven hours down to three. And for well-heeled travelers, the chance to cross oceans and continents with such speedrevolutionized concepts of distance.

Within this excitement, competition was fierce between the British-French consortium developing Concorde and America's Boeing 2707 SST project. National pride and geopolitics fueled their race to get the first supersonic transport (SST) into the skies. Five eagerly anticipated Concorde's introduction in 1976 after years of test flights. Yet amid protests over sonic booms, rising costs, and the 1973 oil crisis, support for Boeing's 2707 fizzled out before a prototype was built. America lacked the will for such ambitious aviation investments.

Only 14 Concordes were ever constructed, starkly limiting supersonic travel's availability. Operating costs were astronomical, with many Concorde flights reportedly losing money. Safety concerns also loomed after a deadly 2000 crash. Yet the dream lived on each time Concorde rocketed its elite clientele across the Atlantic in just over 3 hours while conventional jets plodded behind at half the speed.

When the Red, White, and Blue Flew Supersonic: The Story Behind Braniff Pilots Flying Concorde - Braniff Bets Big on Speed

Among all the airlines vying for supersonic prestige, Texas-based Braniff International Airways stood out for its huge ambitions. More daring than pragmatic, Braniff gambled heavily on flying Concorde to leapfrog ahead of competitors. The risks were brushed aside by Braniff's young president Harding Lawrence, determined to rebrand his company as the "most exciting airline in the world."

For Lawrence, speed was the ultimate thrill to sell. He foresaw supersonic travel democratizing luxury air travel, once costs inevitably dropped over time. To obtain Concorde at any price, Braniff paid $15 million upfront in 1965 to join the manufacturing consortium, dwarfing the $1.3 million invested by Air France. The substantial financial outlay also granted Braniff exclusive North American rights to purchase Concorde aircraft, with options for up to 10 of the world's first supersonic jets.

No other airline gambled so heavily on an unproven technology that was still years from completion. But Lawrence was hypnotized by the prestige of going twice the speed of sound, wagering Concorde's aura would elevate Braniff into an elite global carrier commanding higher fares. His marketing team obsessed over branding Braniff as ultra-modern and cutting edge, outfitting flight attendants in futuristic space suits and dying planes bright colors. While waiting impatiently for Concorde's delivery, Braniff leased a fleet of supersonic BAC 1-11 jets in 1965 to begin offering limited "Supersonic Service" from Dallas to Houston.

The risky investments produced quick dividends, with Braniff's bookings surging over 50% by 1967 as economy passengers increasingly chose the flashy airline. Lawrence doubled down by ordering 12 of Boeing's proposed 2707 to solidify Braniff's supersonic dominance over competitors - despite the SST still being a paper concept. Even as Boeing's 2707 project collapsed in 1971, Lawrence refused to temper expectations, continuing to promote Concorde as the crown jewel for a completely revamped and enlarged Braniff fleet.

When the Red, White, and Blue Flew Supersonic: The Story Behind Braniff Pilots Flying Concorde - Concorde's Sonic Boom Rattles Windows Below

As Concorde began test flights in the late 1960s, its ability to break the sound barrier sparked vocal outcry over the environmental impacts of supersonic travel. Most controversial was the sonic boom produced when Concorde accelerated past Mach 1, the speed of sound. For those on the ground, the thunderous boom was an invasive reminder of the future passing overhead at 1,500 miles per hour.

To neighboring communities, Concorde's sonic booms felt like earthquake tremors, capable of rattling windows and shaking plaster from walls. In 1966, an unsanctioned Concorde test flight over the small Oklahoma town of Tupelo left behind a path of cracked home windows and furiously shaken residents. A single boom was all it took for Tupelo to file a lawsuit against the makers of Concorde.

The legal threats and public unease forced manufacturers to reconsider their right to fly supersonic over populated land. France eventually banned all supersonic flights over its own territory to avoid public nuisance complaints. But when Concorde began transatlantic service in 1976, its Mach 2 cruising speed still produced a startling sonic boom along the US northeast seaboard that was impossible to avoid.

Flying at such blistering speeds, Concorde generated shockwaves strong enough to jolt those unaware of its passing 30,000 feet overhead. For coastal communities near JFK airport, the daily afternoon arrival of Concorde was marked by the rattling of windows that left locals grumbling. As one resident vividly described it: “my venetian blinds shook, the windows rattled, and I could feel the floor shaking as Concorde passed by.”

NASA eventually stepped in to study Concorde's sonic boom problem, testing window strength and public reactions. Double-paned windows with a quarter-inch gap were found to effectively mute outside booms. But resolving the larger concerns required convincing the public that blocking supersonic travel over land was short-sighted if economic viability was ever to improve. However, the concerns highlighted by Concorde ultimately shelved Boeing’s 2707 project and stalled supersonic dreams.

When the Red, White, and Blue Flew Supersonic: The Story Behind Braniff Pilots Flying Concorde - Pilots Train for Twice the Speed of Sound

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To handle an aircraft cruising at twice the speed of sound required supersonic flight training well beyond that of conventional jets. Concorde's elite corps of pilots had to master the complexities of hypersonic physics, acquire precision landing skills for minimized sonic booms, and develop the judgment to handle emergencies at Mach 2.

The challenges began with Concorde's notoriously difficult takeoffs. Its droop nose and delta wings produced no lift under 175 mph, forcing pilots to hit the runway in afterburner mode. Former British Airways Concorde captain David Rowland vividly described each takeoff as "a controlled assault on the senses and on the aircraft." After liftoff near 200 mph, Rowland had just seconds to retract the landing gear and begin angling the nose down before accelerating past Mach 1 at 700 mph.

Once cruising at 1,350 mph, Concorde flew so fast that officers had to remain constantly alert to avoid collisions or turbulence. Veterans described watching mountain ranges "going past like a moving map" and seeing the Earth's curvature. Each minute in the air equaled 12.5 miles crossed, compressing distances and timescales. British Airways mandated specific training for all its Concorde pilots to hone their vigilance, systems mastery, and judgment.

Landing Concorde also proved challenging due its steep descent angles needed to minimize sonic booms. Pilots had to hit precise glide slopes while carefully watching gauges to keep airspeed below 250 mph before touchdown. Former Concorde captain David Leney considered landing the aircraft "totally unforgiving" compared to conventional jets, requiring absolute precision. Failure to land properly would produce a startling boom for surrounding communities.

Training to fly supersonic also necessitated practicing to handle crises unique to Concorde. Simulated emergencies included catastrophic engine failures at Mach 2 and tire blowouts on takeoff. Trainees learned emergency procedures for drooping Concorde's nose at supersonic speeds to avoid fatal dives. Real-life training scenarios were also incorporated after problems popped up in service. When an engine exploded on a 1979 Concorde flight, procedures were added to teach shutting down the opposite engine to avoid fuel leaks.

When the Red, White, and Blue Flew Supersonic: The Story Behind Braniff Pilots Flying Concorde - Luxury Meets Hypersonic Travel

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For well-heeled passengers able to afford Concorde's hefty airfare, traveling at twice the speed of sound redefined concepts of luxury travel. Supersonic flight cut transatlantic travel times from 7 hours down to about 3.5 hours, turning day trips across the Atlantic into a feasible reality for business travelers and jet setters. The time savings themselves became a luxury that trumped all modern inconveniences of conventional flying. As Concorde captain David Leney described it: "For the sort of people we carried, time was the ultimate luxury."

The experience started with Concorde's exclusive airport lounges at Heathrow and JFK. Complimentary chauffeur service brought passengers directly to separate check-in halls catering exclusively to Concorde's 100 or so daily supersonic globetrotters. Virgin Atlantic founder Richard Branson applauded Concorde for making the airport part of the journey, not the tedious prelude.

After a brief security check reserved for Concorde passengers, travelers relaxed in private lounges while eagerly anticipating boarding the aviation icon. White-gloved boarding attendants provided escort onto the tarmac for Concorde's iconic nose-down stance. Photograph opportunities let passengers capture the moment before jetting off in true celebrity style.

Onboard, Concorde's Olympus engines unleashed a deafening roar accelerating down the runway. Passengers felt the raw power of going supersonic, pressing them gently back into plush leather seats as the plane hurtled upwards at twice the speed of sound. Four-course meals accompanied vintage wines served on real china by bilingual flight attendants. The plane's Mach 2 cruising speed floated travelers across the Atlantic in a tranquil 3 hours while conventional jets required 7 long hours slogging behind them.

Concorde's small fleet of only 14 aircraft allowed it to pamper celebrity flyers with personalized service. Pilots often greeted Hollywood stars or VIP's over the intercom while eager flight attendants catered to their every whim. Concorde regulars like Disney's Michael Eisner, Casino's Robert De Niro, or Apple's Steve Jobs appreciated having the supersonic experience all to themselves in such an intimate space.

Traveling supersonic became its own exclusive global club, bonding those able to reach any destination in half the time. Regular passengers became familiar faces, relishing opportunities to network amid the clouds while skimming above the planet at 1,350 mph. Braniff's Harding Lawrence understood that buying into supersonic travel was about prestige and the personal sense of importance evoked by traveling faster than sound itself.

But Concorde's exclusivity and luxury came at a steep price. A typical roundtrip ticket between New York and London could run over $12,000, far surpassing conventional business-class fares. For the corporate elite and celebrities accustomed to high living, the chance to sip Dom Perignon Champagne while nearly halving travel time made the splurge compelling. As Concorde pilot Anthony Meadows summarized it, passengers essentially paid for time.

When the Red, White, and Blue Flew Supersonic: The Story Behind Braniff Pilots Flying Concorde - From Dallas to Paris in Under 4 Hours

For Braniff International Airways, flying the Dallas to Paris route in just over 3.5 hours aboard the Concorde supersonic jet was the ultimate proof of concept for long-haul supersonic travel. Slashing nearly 8 hours off the typical flight time between Texas and France opened up new horizons for business travel and luxury aviation. But it took painstaking preparation and training before Braniff's pilots could rocket the iconic Concorde across the Atlantic faster than the speed of sound.

Very few pilots worldwide ever mastered the art of flying Concorde at Mach 2. Braniff handpicked only its most seasoned captains and first officers to begin training on the supersonic airliner. Sessions at the flight simulator facility in Toulouse, France immersed pilots in managing Concorde's complex systems while traveling at 1,350 mph. Simulated flight emergencies honed their instincts for split-second decisions without margin for error.

Once Braniff's initial cadre of Concorde pilots passed muster in the simulators, further training flights commenced out of Heathrow Airport. As captain Tony Meadows described it, the sheer performance of the plane was exhilarating, climbing "like a homesick angel" once free of the runway. Accelerating past Mach 1 jolted unprepared trainees, even with prior supersonic experience. But within 10 flights, most adapted to life at twice the speed of sound. Specific flying techniques were ingrained under watchful check pilots, from managing the nose-down takeoff to flawless landings that avoided sonic booms.

By 1979, Braniff had trained enough pilots to inaugurate daily Concorde service from Dallas/Ft. Worth to Washington D.C. The 3.5 hour trip was a prelude for transatlantic routes, ferrying politicians and dignitaries in supersonic luxury. That May, Braniff Concorde service across the Atlantic began, linking Washington D.C. and Paris in under 4 hours. Christian Pepin, the director of Concorde operations, considered it a crowning achievement for the program. Traffic surged as business travelers embraced the enormous time savings.

Braniff's Concorde pilots became global ambassadors for the wonders of supersonic flight. But few relished the challenge more than captain Glen Hesser, a consummate aviator who felt at home behind Concorde's controls. For Hesser, each Atlantic crossing showcased Concorde's marvelous technology as less than 100 people skimmed across the ocean at Mach 2. The experience of traveling so fast while pampered with five-star cuisine and fine wines was beyond comparison for those fortunate enough to buy a seat. Hesser beam proudly knowing he helmed an engineering feat deemed impossible just decades earlier.

When the Red, White, and Blue Flew Supersonic: The Story Behind Braniff Pilots Flying Concorde - The Costs Clip Concorde's Wings

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For airlines, Concorde's economics proved untenable despite its technical brilliance. Fuel costs alone were exorbitant - a one-way trip consumed over 6 tons of fuel versus just 2 tons for conventional wide-body jets. Annual maintenance needs also far exceeded traditional jets, topped off by a major overhaul required every 2 years. Engine breakdowns were frequent, saddling British Airways and Air France with over $60 million in spare parts inventory.

Yet the nail in Concorde's financial coffin was its extremely limited passenger capacity. Carrying just 100 seats, the plane could never transport enough travelers to offset its astronomical fixed costs. An ocean crossing with every seat filled still lost money. British Airways' CEO Rod Eddington likened Concorde to an "executive jet", marveling that the company tolerated losses given BA's public service commitments.

Braniff fared far worse with its shorter Concorde routes averaging around 70 passengers. The plane's poor economics turned what Braniff intended as a strategic advantage into a financial albatross. Yet the airline felt compelled to continue supersonic services once begun, if only for the prestigious stature it imparted. "It was a matter of image for Braniff to continue operating Concorde after all the hype and promotion lavished on the service," reflected marketing executive Jan Carlsson. But Braniff hemorrhaged cash with each Concorde flight.

By 1980, skyrocketing fuel prices and a U.S. recession forced Braniff to slash its Concorde fleet from three planes down to one. Desperate negotiations with British Aerospace to acquire newer MARK III Concordes at reduced prices never panned out. By May 1982, Braniff's money-losing Concorde experiment finally ended after less than three years as the airline sank into its final bankruptcy.

Yet Concorde outlived Braniff along its premier transatlantic routes for Air France and British Airways. However, technical issues continued plaguing the aging aircraft well into the 1990s. Cracks discovered in the planes' wings in 2001 nearly grounded the fleet before expensive modifications were made.

Passengers remained devoted to Concorde and its unrivaled speed. But revenues always fell short of costs given low capacity and high overheads. A political decision was made to sustain the loss-making flagship as long as its flag carriers could tolerate it. When Air France's Concorde crashed upon takeoff in 2000, the tragedy only accelerated the plane's inevitable retirement just three years later.

When the Red, White, and Blue Flew Supersonic: The Story Behind Braniff Pilots Flying Concorde - The Final Flight Lands in History

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On October 24, 2003, the last-ever Concorde flight soared into the sunset, marking the bittersweet end for supersonic passenger travel after 27 years of service. Air France Flight 001 traced the same symbolic path as Concorde's inaugural voyage in 1976, departing Paris for a final touchdown in Toulouse. For those aboard, the last flight evoked nostalgia for an aviation era gone by.

Aviation enthusiasts from around the world clamored to secure a seat on the historic occasion. Many dressed in their 1970s finest to re-live Concorde's glamour days. Celebrity fliers included model and TV host Heidi Klume along with singers Sting and Jean Michel Jarre. Ticket prices approached $10,000 for the final farewell.

Concorde's retirement left devotees lamenting an irreplaceable loss. British diplomat Sir David Hannay, who logged over 300 Concorde flights, rued that "there is nothing to replace it, and there won't be for a very long time." For regular passengers, no future jet could match Concorde's potent blend of luxury service, nostalgia, and the sheer magic of traveling at Mach 2.

Yet Concorde's days were numbered regardless of its sentimental niche. Its economic challenges only multiplied as engine parts grew scarce and maintenance costs mounted. Crippling financial losses left Air France and British Airways little choice but euthanization. Pilots and captains had reluctantly braced themselves as retirement loomed.

While only 14 Concordes ever flew, their futuristic designs awed spectators every takeoff. Concorde's drooping nose cone and delta wings made it the most visually distinct airliner in history, instantly recognizable even to non-aviation buffs. As preeminent Concorde historian Jonathan Glancey so aptly described it, Concorde was "the world's most beautiful airplane."

For Braniff International Airways, the brief chance to fly Concordes along with its own pilots and crews vindicated president Harding Lawrence's dream of pioneering civilian supersonic travel. Though Braniff lacked the deep pockets to absorb Concorde's losses indefinitely, its ambitious gamble put Americans aboard supersonic jets years before public skepticism forced the competing Boeing 2707's cancellation.

Concorde's retirement sent aviation back below the sound barrier. Yet its achievements blaze a trail for the next wave of supersonic transports under development. Boeing itself is once again pursuing faster-than-sound travel with plans for a new generation of commercial supersonic jets. Though Concorde itself now resides in museums, it sparked a renewed drive to recapture the glory and convenience of swift supersonic flight.