readytotaxi From United Kingdom, joined Dec 2006, 2626 posts, RR: 3 Posted (11 months 2 weeks 6 days 10 hours ago) and read 3213 times:
I was watching a documentary on TV about the aircraft and it did not explain where the crew came from?
Sorry if this has been asked before.
1) From which aircraft type were pilots taken to train for the Concorde, any, or special requirements needed?
2) How were Cabin crew selected, pot luck or seniority.
you don't get a second chance to make a first impression!
XXXX10 From United Kingdom, joined Jan 2000, 777 posts, RR: 0 Reply 1, posted (11 months 2 weeks 6 days 7 hours ago) and read 3131 times:
I am sure someone better qualified than me will answer this.
Many of the original crews, I believe, came from other types in the 70s -VC10 707 etc. As Captains retired they were replaced by other captains also converting. A Concorde command was the peak of the airlines seniority.
The firsrt officers were also converted from other types, they would be promoted to captains, eventully- but on subsonic a/c. I believe a few made it back up the seniority list to get back on to Concorde.
Apparantly there were some dis-advantages for Concorde converts ie. lack of variety in routes, longer than normal conversion course, limited opportunites for promotion.
Not sure abut the engineers but would imagine that many were from other types originally.
Cabin crew where not exclusive to Concorde and also served on subsonic short haul flights.
vc10 From United Kingdom, joined Nov 2001, 1386 posts, RR: 17 Reply 2, posted (11 months 2 weeks 5 days 18 hours ago) and read 2966 times:
During the initial years of Concorde all the crews both flight deck and cabin crew were sourced from BOAC/Overseas Division of BA
Some of the very original flight deck crew [management] came from B747, but the rest of those trained on Concorde up until about the early1980s came either from B707 or VC-10s.
Due to it proposed limited route network and speed this meant that crews on Concorde could not trigger extra money payments which were mostly tied to the length of sectors based on subsonic operations. The more senior you were the easier it was on subsonic aircraft to earn these extra payments,therefore very few senior crew applied to transfer onto Concorde where the pay was less . Also there was some doubt at the beginning about the longevity of the aircraft so crews were reluctant to convert only to have to transfer back within a few years.Thus the early Concorde flight Deck crews were quite junior with the most crews being in their 30s or even a few in their late 20's
This changed in the early to mid 1980's with crews coming from any aircraft in the mainline fleet short or long haul and in the 1990's crews arrived whose background was with BCAL. In the aircraft's later half of it's life the pay system for Concorde F/D crews was improved and so many more senior crews did transfer especially near the end so as to have the experience of flying supersonic. Crews had to have at least 7 years left before retirement to be accepted for conversion due to the high cost of conversion. The longest serving F/D crew member was a F/E who stared his conversion in late 1975 and retired in 1999
Cabin crew originally came only from VC-10s or B707s and worked exclusively on Concorde . however in the eighties this changed and as far as cabin crew were concerned Concorde was a a short haul aircraft and cabin crews were recruited from aircraft such as B757 etc and the cabin crews flew on other aircraft as well as Concorde
vc10 From United Kingdom, joined Nov 2001, 1386 posts, RR: 17 Reply 4, posted (11 months 2 weeks 5 days 17 hours ago) and read 2920 times:
Quoting moo (Reply 3): have read several times that flying Concorde was actually lower paid in BA than flying 747s, due to the passenger loads being linked to pay scales.
That is not true I am afraid. The basic pay for crew at that time was the same with increments coming with seniority.
However crew could earn extra money due to the length of the sector or the number of hours they worked in a month.
All of these triggers were geared to subsonic speeds and so Concorde crews never triggered them and that was the reason Concorde F/D crew were paid less than equivalent same rank and seniority on say a B747.
This was addressed in the later half or so of the aircraft's life and pay did improve
GCPET From United Kingdom, joined Jan 2012, 189 posts, RR: 0 Reply 6, posted (11 months 2 weeks 5 days 10 hours ago) and read 2782 times:
My Dad was one of the lucky few to be able to pilot the beautiful aircraft. He started the conversion course in the Spring of 1998 and started flying Concorde in December of 1998. He transferred from the 737-200's as a Captain and wanted to fly Concorde so bad that he went down to a Senior First Officer. His final flight with Concorde was the day after the tragic Paris Crash. Since then he's taken his Command again back on the 737's to 2004 and the 757/767 fleet since 2004. Trying to persuade him onto the Jumbo's again but he's waiting for the 787's I think. I think to get the opportunity to fly Concorde you just had to apply and go through a vigorous interview process. Hope this helps in some ways!
vc10 From United Kingdom, joined Nov 2001, 1386 posts, RR: 17 Reply 9, posted (11 months 2 weeks 4 days 18 hours ago) and read 2473 times:
Normal rostering allowed crew to overnight in the states, but now and again due to crew shortages or unexpected crew illness a crew member would cross from one flight to the other one at New York and so operate LHR -JFK-LHR without a stop over. It was also known for a crew member to operate JFK -LHR- JFK without a stop over. Notice I am saying a crew member as I do not remember a whole crew doing this.
This was only possible if the crew member operated the early flight and returned on the late flight, but he/she would have to hot foot it from one aircraft to the other to achieve on time departures