Some Concorde triva;
Add together every pilot who's ever flown Concorde, and there still has been twice as many astronauts.
Both BA and AF individually have more supersonic flight hours than all the worlds airforces combined, since supersonic military flying began.
Heating from air friction in supercruise stretches the fuselage by some 9 inches during a typical transatlantic flight, resulting in minimal corrosion.
There is a small gap between the E/O's panel and the avionic racking, on the ground you can just fit the tips of your fingers in the gap, at Mach 2 all your fingers can fit in easily, on an early proving flight a checklist found it's way into the gap, as the aircraft decelerated the fuselage cooled, after landing the checklist was stuck fast into the now reduced gap!
At Mach 2, the intergrated engine/nozzle and intake system is highly efficient, giving a 43% thermal efficiency.
At these speeds, 29% of power comes from the secondary nozzles, 63% from the intake system, and just 8% purely from the engine.
Flying faster than the Earth's rotation speed, allows a westward flying Concorde to reach JFK an hour and 10 minutes before leaving LHR.
This first big Anglo-French project threw some differences, ironed out by compromise, one result was that the UK components were built to Imperial measurements, the French ones in Metric.
During supersonic overflights of the Middle East on the early Bahrain routes, there were complaints that the sonic booms were upsetting camels, ruining their sex lives!
Although Concorde carries a lot of fuel compared to pax, (to put it mildly), the fuel is also used to trim the aircraft over it's huge speed range (some 15-20 tons is used for this) and to act as coolant for the wings, environmental control system, engine oil, hydraulics and electrical equipment.
The aircraft were essentially hand built, it's not unknown for a panel to be taken off one aircraft not to easily fit on another.
This also was the main factor in the first tank-liner mod. on G-BOAF last year taking twice as long as planned, the French manufacturers measured an AF aircraft, but virtually all of the liners in the initial batches had to be returned to Toulouse with OAF's precise measurements for either remaking or replacement.