Like all the others, Iran merely had options, though the Shah was treated to a flight on the UK Prototype's world tour in 1972.
Even after the oil crisis, Iran was seen as a good prospect, as it was clearly a vanity buy for the Shah, 2 aircraft does not make up a daily Concorde service for very long, they in effect would have been very impressive biz jet.
Had the sale gone through, A/C 214 and 216 were to be allocated, these UK production aircraft were not part of the initial BA
order of 204, 206, 208, 210 and 212.
But it was never going to happen after the Shah was deposed, so eventually 214/216 were placed with BA
, initially to cover while the rest were rotated through Filton for modifications in 1979-81.
216, as G-BFKX later G-BOAF
, was first to become a permanent member of the BA
fleet, then 214 as G-BFKW, later G-BOAG, but in the downturn in the early 80's, 214 was stored, until a growth in Concorde profitability, full control by BA
, increased services, led 214 to be restored in 1984-5 after three years as a spares source.
(A challenge as many parts had been removed without being recorded, some parts came from scrapped AF
aircraft 211), once OAG was back in the pack (with the new Landor livery, new interior, the improved Marilake cabin displays), it became a full BA
service aircraft, for the first time.
OAG always had some minor equipment differences, mostly in the flightdeck with the comms, as well as cabin lighting to name two, right up to the end.
had these differences largely ironed out as it's service with BA
was sooner and much less interrupted.
Both aircraft were about 1 tonne lighter than early production aircraft like 204/G-BOAC.
Never got to fly on 214, but I had three flights on 216, which was also the prototype tank mod aircraft;
, November 1993.
-LHR, 11th Sept 2001.
, 16 Sept 2002.