" Thermite is a stoichiometric mixture of powdered aluminum and iron (III)  oxide for the reaction 2Al + Fe2O3 > Al2O3 + 2Fe  The reaction is self-contained and highly exothermic, using the oxygen [O3] within the iron (III) oxide, in combination with the aluminum, to produce sufficient heat to melt iron. Without any need for atmospheric oxygen to initiate or sustain combustion, Thermite generates an internal temperature of 2200°C [3990°F] "
France, Russia, Germany Responsible for 9-11
Sabotage of Concorde 4590 was one giant leap too far

Copyright Joe Vialls. Friday 13 June 2003, Last updated 16 June 2003

NEW: American Aircraft All Grounded This Week at 45th Paris Air Show - Scroll Down to Red Update
The author is a former member of the Society of Licenced
Aeronautical Engineers and Technologists, London
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1999
            How do you think the United States Government would react if a major foreign power launched a crippling attack on the American and Canadian economies, then within a single decade tried to destroy Boeing Aircraft Corporation, blow up Air Force One, and assassinate the American President? Do you believe the United States Government would simply accept this as “fate”, or do you believe it would instruct its intelligence agencies to launch a devastating counter-strike, aimed at proportionately punishing the aggressors without running the risk of an intercontinental thermonuclear exchange?
            This report on 9-11 is not intended to undermine those who have taken rigid inflexible positions on events at the World Trade Center and Pentagon. Instead, it has been prepared for the tens of thousands of disenfranchised people who are not willing to believe the official line that “Osama Bin Laden did it”, and who are equally unwilling to believe the tempting Internet alternatives. Most of the disenfranchised believe there was a lot more to this attack than Muslims trying to kill Christians, or a Republican Administration trying to enslave the American people.
            The disenfranchised are correct. Whoever the motivated first-world attackers were, they used state-of-the-art technology on their primary target, in fields as diverse as military stealth, aircraft avionics, pyrotechnics, and precision demolition. With the methods and means at their disposal, the attackers could easily have wiped out half of New York and Washington that sunny September morning, but chose not to do so. The World Trade Center was their only primary target, a potent symbol representing America’s economic rape and pillage of the world for the last fifty years.
            In military terms the World Trade Center operation was a brilliant success, with not a single brick left standing, followed shortly thereafter by a limited strike on the Pentagon. Although this second strike pointed directly at the armed enforcers of America’s overseas economic rape and pillage, it wasted no heavyweight tactical assets.  The Pentagon was a reinforced “hard target” against which the planners threw a single relatively lightweight Boeing 757, with no serious intent of target destruction.
            To find those really responsible for 9-11, we need to take a brief but fascinating trip through history, starting in 1989 when kindly democratic New York bankers “liberated” the people of Russia from the “horrors” of communism. Nobody asked the Russians if they actually wanted to be liberated, and nobody in New York gave a damn when  Russian old age pensions vanished completely, or when members of the Russian Military were driven from relative wealth to the very brink of poverty and despair. To make things worse, the premeditated New York attack on Russia was also intended to destabilise Germany; which at  that time was the unchallenged economic powerhouse of Europe.
            Within weeks of the “collapse” of communism, the American media hyped up the need for the Berlin Wall to be taken down, allowing East Germans to be reunited with those in the west. This was an apparently noble gesture, but nobody in New York asked the Germans if they actually wanted to be reunited, nor if they were willing to become the economic basket case of Europe, when economically powerful West Germany was forced to absorb penniless and backward East Germany. The  New York bankers were sure this would cripple and subordinate the German economic powerhouse forever, but somehow, despite being badly mauled, Germany managed to survive the process.
            This was not an easy achievement, and in order to survive this external two-pronged American attack on their respective nations, the intelligence agencies of Russia and Germany were forced to develop an unprecedented level of direct and indirect liaison and co-operation.  So by late 1989 these two old foes were talking to each other as never before, but deliberately excluding America and Great Britain.
            America, and in particular the New York bankers, had made two new and powerful enemies with very long memories, but this was not enough to stop them. Russia had to be brought to heel completely, and that meant severing any external income streams, in particular Russia’s lucrative cash flow from oil-rich Iraq. This was especially appealing to the [unashamedly Zionist] New York bankers, who also saw President Saddam Hussein as a clear and present threat to their Middle East hobby farm, otherwise known as the Jewish State.
            Suddenly, as if out of nowhere, Iraq invaded Kuwait in clear violation of international law, and all nations including Russia were obliged to back a UN resolution designed to remove them. Then some months later it was obliged, along with all other permanent Security Council members including France, to back another resolution placing complete economic sanctions on Iraq until it was disarmed of the now-famous and highly misleading  “Weapons of Mass Destruction”.
            Nearly a year would pass before Russia and France [the other major oil player in Iraq] discovered they had both been victims of a deliberate scam devised by America, and initiated by Ambassador April Glaspie. At her last confidential meeting with Saddam Hussein before Kuwait was invaded, Glaspie gave the Iraqi President the green light. “"We have no opinion on your Arab-Arab conflicts," she told Hussein, "such as your dispute with Kuwait. Secretary [of State James] Baker has directed me to emphasise the instruction ... that Kuwait is not associated with America."
            Because of the new induced Iraqi oil crisis at the end of 1991, France had also been backed into a corner. With very few other oil interests of its own, France realised that the only real short to medium term chance of economic survival lay with its advanced aerospace industry and commercial airliner sales. But France had a problem, which stemmed from the fact that it was not big enough to pull off such a huge stunt alone. Almost immediately the French started discreet negotiations with the Germans and Russians aimed at sharing the financial load, with joint ventures considered the most likely route to commercial success, and large-scale expansion of Airbus Industries, already a joint venture with Germany,  the most likely vehicle.
            Largely because of the top-secret nature of such sensitive aerospace negotiations, the French intelligence service [SDECE] joined the direct and indirect liaison and co-operation then existing between Russian and German intelligence. Though it would be inaccurate to say all three agencies were “working together”, it is certainly fair to say that all were by then extremely wary of  further American “tricks” that might be potentially dangerous to their respective nations, and passed such information freely between each other. In a subtle sense, and due entirely to its own hostile actions against Russia, Germany and Iraq, America had already become the enemy.
            Though Airbus sales had been very slow since 1969, the consortium adopted a far more aggressive stance in the in the early nineties, to the point where it threatened Boeing’s virtual monopoly of the commercial airliner market. If the Americans saw this as a serious threat, they were quite right to do so. Back in 1969 the European manufacturers produced only 10% of all commercial airliners, despite having one quarter of all airline business world wide. By its 30th birthday in December 1999, the Airbus Consortium would be revelling in its new 50% share of the global airliner market.
            Apart from its new aggressive sales stance, Europe had another weapon in its arsenal that could not be matched by America under any circumstances, in the shape of the supersonic Concorde. If the Airbus sales team wished to close an important sale, they had this infuriating habit of turning up in  one of these sleek and truly awesome aircraft, described countless times as “the sexiest airliner in the world”.  Sexy or not, Concorde was and still is the absolute guarantee of European aircraft industry excellence.
            By the mid-nineties, these two-hundred-ton white darts had been flashing backwards and forwards across the Atlantic every day of the week at twice the speed of sound, for more than twenty years non stop without serious incident. A free ride in Concorde, and a glass or two of vintage champagne, was nearly always enough to convince even the most reluctant airline executive to choose Airbus over Boeing.
            During early 1995, Boeing sales experienced an unconnected but serious internal problem in Europe, though the details were never made public. The German flag carrier Lufthansa discovered that its new Boeing 747-400 aircraft had been fitted with flight directors [auto-pilots] that were vulnerable to American remote-control, ostensibly designed to “recover” hijacked aircraft whether the hijackers wanted to be recovered or not. Lufthansa was not informed about this “free extra” in advance, and was furious that its sovereign aircraft might be covertly “rescued” by America, without the knowledge or permission of the German Government
            In a mammoth operation rumored to cost in excess of $800 million,  Lufthansa stripped every flight director out of every Boeing in its fleet, replacing them in toto with German systems programmed by the Luftwaffe [German Air Force]. According to a member of the German internal security service in Frankfurt during October 1996, all Lufthansa aircraft had by that date been secured, rendering them invulnerable to remote flight director commands transmitted by any and all American authorities. Under the new intelligence protocols, Russia and France were made aware of these flight director risks.
            During 1996 there were also two notable developments in Russia. First a major consortium was formed to bid for major production chunks of the Airbus A380, the huge double-decker Jumbo jet still in its design stages, but which nonetheless would seriously threaten Boeing’s very existence if it got off the drawing board. The new “Aviation Euro-Russian Consortium” united the Russian Economic Development and Trade Ministry, the Aviastar, Hydromash and Tupolev design and production enterprises, as well as the NIAT and TsAGI research institutes.
           During the same time frame, but operating completely outside Russian Government channels, NASA and Boeing approached private individuals at Tupolev with plans to “rent” an ancient supersonic TU-144 “Concordski”, which they wished to restore and use as a “Flying Laboratory”. Despite having been grounded for more than twenty years, huge sums of hard American dollars had the old Tupolev restored in record time, and the new NASA-Boeing “TU-144LL” made its first flight during late 1996.
            Though they remained at a discreet distance, Russian intelligence officials were perplexed. Why on earth did the Americans want to restore this ancient Tupolev, based mostly on stolen Concorde drawings, which in the past they had scornfully referred to as the “flying train wreck” after it crashed at the Paris Air Show? Why not use one of their own supersonic American aircraft or, alternatively,  rent a French or British Concorde in flying condition, which would surely have been much cheaper? All the Americans would say was, “It is hoped the knowledge gained from the flights will benefit NASA & Boeing's in their efforts to develop the technology that may enable design of an efficient, environmentally friendly second-generation supersonic transport”. 
            An “environmentally friendly supersonic transport” appeared to be a complete contradiction in terms, so Russian intelligence officials made a few inquiries of their own.  Though it was meaningless to them back in 1998, the Russians noted that the NASA–Boeing experiments with the TU-144LL involved a lot of work associated with fuel system temperatures, and with low speed engine inlet and engine compartment thermal [heat] environments. To aid these technical but puzzling measurements, the Americans installed a total of 98 thermocouples [heat sensors], plus 16 total and 6 static pressure sensors. Though the Russians thought the entire procedure was extremely suspicious, and might be indirectly connected to the Aerospatiale Concorde, they had nothing concrete to go on. Nevertheless, under the new intelligence protocols, France and Germany were made aware of this strange NASA-Boeing activity.
           When Captain Christian Marty taxied Concorde Flight 4590 away from the terminal at Paris Charles de Gaulle Airport on 25 July 2000, he knew that his performance would have to be exemplary. One day earlier a message had been received from Tokyo requesting that Flight 4590 be delayed until after the arrival back from the G7 summit of French President Jacques Chirac, his wife, and a bevy of Japanese guests who all wanted to watch the famous Concorde take off.  So Captain Marty was a little late away from the terminal, but spot on time for the Presidential demonstration. In this particular case his exact time of departure was not governed by the inflexible rules of the tight Paris-New York Concorde schedule, because Flight 4590 was a special flight - a charter carrying  99 Germans, one American, and 9 French crew.
            As Concorde 4590 turned onto the threshold of Runway 26R to line up for take off, Captain Marty and his other flight deck crew could see the French Presidential Boeing 747 parked in the distance, at a holding point slightly to the left of Runway 26R. It was almost perfect positioning, though perhaps a shade too close to the active runway. No matter, with all four reheats [afterburners] alight,  Flight 4590 would be airborne and climbing long before it passed the Presidential Boeing, presenting the perfect picture for Chirac’s enthusiastic Japanese guests, who had their expensive cameras at the ready. As you may have already guessed, the high-definition photographs of Concorde on this page were taken by a guest of  French President Jacques Chirac, who was personally handed first-generation copies less than two hours later.
            Sitting at the end of the runway, Captain Marty had already briefed his flight crew on emergency procedures [repeated in the CVR transcript an the bottom of this page], telling them “V1 is hundred and fifty [knots], VR one hundred and ninety-eight, V2 two hundred and twenty two” … “after V1 we continue on the SID we just talked about we land back on runway 28R". In layman terms V1 is the speed at which the aircraft is committed to take off because it can no longer hope to stop on the runway, and is therefore a critically important point in the overall flight profile. Because of the incredible power of Concorde, it is important to note that all the events which follow next, happened  in a mere 45.4 seconds.
            With full power on all four engines, Captain Marty released the brakes and Concorde 4590 started accelerating down the runway towards the Presidential Boeing.  At 150 knots the co-pilot called “V1”, and Marty knew on his own instructions that he was now committed to flight.  Less than one second later there was a low-frequency noise on the Cockpit Voice Recorder, as an explosion occurred in or above the main wheel bay in the forward left wing, sending white-hot 2000°C flames out through the wheel bay doors: flames which were then sucked into No. 2 engine [inner left] through the open auxiliary air intakes below. The hot gasses entering No. 2 effectively reduced its thrust to zero, and Flight 4590 started to drift to the left.
            Of itself, a single engine failure would not have been fatal, but Captain Marty was unaware that a critical spacer had been removed from the left main wheel bogie before flight.  Now exposed to lateral forces caused by the excessive asymmetric power from engines 3 and 4 on the right, the left main wheel bogie slewed slightly to the left, introducing drag which retarded acceleration, while sharply increasing the leftwards drift towards the Presidential Boeing 747, which was now frighteningly close. The co-pilot shouted “Watch Out!” and Captain Christian Marty dragged Concorde 4590 up off the runway at 188 knots, a full ten knots below his minimum allowable VR [Rotate] speed.
            Concorde missed the Presidential Boeing by a whisker, but Captain Marty probably already knew his own aircraft was doomed. He had lifted off too early and was also losing engine power, a fact reinforced by the No. 2 engine fire alarm, which finally sounded a full 11 seconds after the original explosion in the wing, with the fire then spreading to No. 1 Engine. Captain Christian Marty had saved the lives of the President of France, his wife, and their esteemed Japanese guests on the Boeing 747, but he could not save the lives of the 109 souls on board the Air France Concorde. Two minutes and six seconds after starting its initial take-off roll, Concorde 4590 crashed on “La Patte d’ Oie” in Gonesse.
            Within hours the western media, spearheaded by America, was telling the world that Concorde had crashed because of a “burst tire” or “a fire in the afterburner”, and was blatantly lobbying for all Concordes to be grounded forever, because they were “too dangerous”. The Presidential Boeing and the missing spacer were never mentioned, nor the obvious fact that fire from a blazing afterburner could not under any circumstances travel 35 feet upwind to the main wheel bay, while a 180 m.p.h. slipstream was simultaneously blowing backwards across the entire wing section. Any such suggestion would require the laws of physics to be reversed. What was and still is obvious though, is that anyone planning sabotage of this sophistication during the take off run, would require specific detailed knowledge of fuel system temperatures, and low speed engine inlet and engine compartment thermal [heat] environments.
            Shortly after the crash I posted a total of 14 web page reports about the Concorde crash, which over a period of about a year were joined by about 80 more pages written by various different authors. All pointed to serious discrepancies in the western media version of events, with many calling for criminal inquiries or proceedings of one kind or another. After a while people lost interest [as they do], but the pages remained undisturbed in cyber space, available to any net surfer doing a simple search on Google. Then in late December 2002, all 14 of my Concorde web pages were hacked off the net, as were those belonging to the other dissenting authors. Though I doubt there is any direct connection, this “mass hacking” occurred almost exactly one month before the NASA Space Shuttle Columbia turned into a blazing Israeli star overhead Palestine, Texas, after a fire and devastating explosion in its left main wheel bay.  My report on Columbia is here.
            The main argument in my earlier reports on Concorde was simply that Jet-A1 fuel in a sealed wing tank cannot spontaneously combust, nor can it generate temperatures of 2000°C under any circumstances. Though this accurate claim drew a lot of abuse back in 2001, it has now become more fashionable with hundreds of people claiming that the “fuel fires” in the World Trade Center resulting from the two Boeing 767 aircraft impacting with the towers, could not have generated sufficient temperature to melt the steel in the structure, which remains the “government-approved” story of how the towers collapsed.
            This 9-11 claim is correct. The short film clip below [a shorter Shock Wave Flash version of a film clip borrowed from whatreallyhappened.com] shows massive camera shake about 8 seconds before WTC1 finally starts to collapse from the inside, i.e. you can see the spire on top descending through the center of the tower, while the outer walls are still stationary. The only realistic way this could happen is if the massive central steel elevator column was first melted in the basement, causing a delayed central collapse as steel temperature increased to liquefaction point. But melted with what? The only reasonable answer is the same as the only reasonable answer for Concorde 4590 – a Thermite compound burning at 2,200°C  .

Gulf War Tanks
2001
           The exact sequence of events after the disastrous sabotage of Concorde 4590 has been deliberately suppressed, but it is generally known that within 48 hours of the crash, the French, Russian, German and Japanese intelligence services had concluded it was no accident. It is also rumored [but cannot be confirmed] that six weeks later a discreet and informal strategy meeting was arranged at a Chateau outside Paris, attended by senior representatives of all four intelligence services. At that seminal meeting the culprit was confirmed, and a strategy devised for the future. Though these major powers could not stop America meddling in the affairs of minor nations like Serbia or Somalia, it [America] would be forcibly and punitively reminded that no further attacks, direct or indirect, overt or covert, would ever be tolerated against the major powers in future. The meeting lasted for five days, ending on 11 September 2000.
            For the first few hours after the attack on the World Trade Center in New York, American politicians and officials visibly ran around chickens with their heads cut off.  None had a clue what was going on, and most gratefully parroted subtle media insinuations that “Osama Bin Laden did it”.  Unlikely though that scenario was, the “Osama” line was good enough to stave off acute embarrassment for a day or two. During those first forty-eight hours, not a single American politician or official showed even a trace of the “polish” normally associated with smooth individuals armed with foreknowledge. The entire World Trade Center had been disassembled  brick-by-brick, and absolutely no-one knew who the attackers were.
            Then reverse-spin was put on the ball by “respected” and “alternative” commentators alike, who simply did not and could not believe that a carefully planned and devastating attack like this could possibly be the work of a devout Muslim freedom fighter living in an Afghan cave. Human psychology kicked in with a vengeance at this stage, flicking tens of thousands of brains into illogical thought-reversal. If the government was saying that it was Osama when it was not Osama at all, then the government’s only reason for doing so must be because the government had ordered the attack itself. The entire Internet then became infected with the electronic equivalent of a serious bipolar disorder, with surfers  being emotionally dragged up and down as one view clashed head-on with another, and authors called each other very nasty names.
            Suddenly the Boeing 757 that hit the Pentagon was not a Boeing 757, but was instead an American F-16 dispatched from NORAD Headquarters by a crazed four-star general. The fact that seven primary radars tracked the Boeing 757 into central Washington no longer mattered. Clearly the radar controllers were all lying on government orders, with the Boeing, its crew and passengers somehow hidden at the bottom of the Potomac River, or perhaps spirited away to Area 51 to join the Aliens. As this particular rumor grew bigger and bigger, it deliberately led you further and further away from its origin in Paris, France.
            Perhaps saddest of all is the rumor that President George Bush must have known about the attack in advance, because he did not react appropriately when whispered the news while reading a childrens book in a Floridaprimary school.  While not wishing to detract from the dignity of the official Office of the American President, it must be pointed out that the present incumbent is an intellectually-challenged politician who avoided combat duty by failing to learn how to fly an  F-102 in the Air National Guard. 
            It is also a media-established fact that The President was reading the childrens book upside-down in Florida.To be able to react appropriately to whispered news of an attack on New York, you must first have the mental ability to perceive the gravity of the message. In all probability and based on the available evidence, George probably heard the message upside-down and completely failed to understand.
            Grim though the attack on New York was, with its 2,800 dead, it was certainly no more grave than the recent American invasion of  Iraq, which to date has transformed 3,500+ innocent Iraqi women and children to hamburger mince through the massed use of cluster munitions. Evidently America has learned nothing at all from the punitive strike of 9-11, and may need to be punished again in the future. This would not be very difficult to execute, with hundreds of heavy jets in American airspace still flying around with highly vulnerable flight directors.
            For the present at least, the French in particular seem to be holding the whip hand when it comes to subtlety in the lethal exchanges between America and “Old Europe”.  On Thursday 12 June 2003, French Concorde F-BVFA landed at Dulles Airport, Washington, as a gift from the French to the Udvar-Hazy Center of the Smithsonian Institution's National Air and Space Museum . In donating the aircraft to the Smithsonian, Air France Chairman Jean-Cyril Spinetta said the airline is confident "Concorde will be seen and admired by as many people as possible." At the surface level at least, the donation was an extremely generous gesture in the midst of seriously strained relations between America and France.
           The Udvar-Hazy Center is named after Steven F. Udvar-Hazy, CEO of International Lease Finance Corporation, the world’s largest buyer of jetliners, and the No 1 Airbus customer. Speaking at Le Bourget in 2001, Udvar-Hazy said, “ILFC believes the Airbus family of aircraft offers the best technology, performance, range, passenger comfort and cargo capabilities”… “This order solidifies our long relationship with Airbus, which began with a contract for three A320s in 1987. Today, our backlog with Airbus is 376 aircraft, which represents 60 percent of our total commercial jet backlog.”
            Perhaps it was a Gallic sense of humor that led to the French Government donating Concorde F-BVFA to a museum wing specifically dedicated to the American who holds the record for Airbus purchases, and has thereby probably hastened the demise of Boeing Aircraft Corporation more than any other single man.
            To ensure the French Concorde does not feel lonely in a hostile land, F-BVFA will be parked next door to the American NASA Space Shuttle “Enterprise”. In the nightime gloom after the museum lights are switched off and the curators go home, who knows what might happen then? Perhaps the ghosts of Captain Christian Marty and the crew of the Space Shuttle Columbia will stalk the silent halls, looking up at these two giant monuments to the futile savagery of man.
                                           Concorde 4590 Cockpit Voice Recorder (CVR) Transcript

The method used to transcribe the recording consisted of faithfully reproducing, almost phonetically, what was heard, without interpretation or extrapolation. However, knowledge of procedures and technical terms currently in use is sometimes very helpful for the comprehension of certain words or parts of words. This was why several aircrew who knew the voices of the crew, the background noise of a Concorde cockpit and the various alarms joined in with this work. In addition, filtering adapted to the flight segment allowing reduction of the parasite background noise was used to improve the intelligibility of the recording.

The beginning of the recording was on 25 July 2000 at 14 h 12 min 23 s. Item 17 on the checklist, "cockpit check" was under way. This was followed by the "pre-start-up" checklist, engine starting, the "post start-up", "taxi" and "pre-takeoff" check lists. Of the whole thirty minutes on the CVR, the following elements are of note

LEGEND 

Captain = Captain,  FO = First Officer (Co-Pilot),  FE = Flight Engineer (Eng)
V1 = Committed to takeoff,  VR = Rotate off runway,  V2 = Sustained Flight
Reheats = Afterburners

14 h 13 min 13 s, FE "so total fuel gauge I've got ninety-six four with ninety-six three for ninety-five on board".

14 h 13 min 46 s, FO "fire protection", FE "tested".

14 h 14 min 04 s, FO "ZFWZFCG", FE "so I've got ninety-one nine and fifty-two two".

14 h 14 min 17 s, Captain "the speed index so V1 a hundred and fifty, VR one hundred and ninety-eight, V2 two hundred and twenty two hundred and forty two hundred and eighty it's displayed on the left".

14 h 14 min 28 s, FO "trim", Captain "it's thirteen degrees".

14 h 14 min 53 s, Captain "next the control lever is at fourteen and you'll have N2 of ninety-seven and a bit", FE "ninety-seven".

14 h 22 min 22 s, Captain "ok we're going to do one hundred eighty-five one hundred that's to say we'll be at the… structural limit", "structural err fifty-four per cent balance (*) see".

14 h 37 min 51 s, FO "hey, you've got the indicators going into Green all the time…".

14 h 38 min 55 s, FE "you're right, we'll stay in Yell… in Green".

14 h 38 min 59 s, FO "we'll stay in Green, eh".

14 h 39 min 04 s, Captain "so the takeoff is… at maximum takeoff weight one hundred eighty tons one hundred which means four reheats with a minimum failure N2 of ninety-eight", "Between zero and one hundred knots I stop for any aural warning the tyre flash", "tyre flash and failure callout from you right", "Between one hundred knots and V1 I ignore the gong I stop for an engine fire a tyre flash and the failure callout", "after V1 we continue on the SID we just talked about we land back on runway twenty-six right".

14 h 40 min 19 s, Captain "How much fuel have we used?", FE "We've got eight hundred kilos there".

14 h 41 min 09 s, FE "Brake temperatures checked one hundred fifty…". The Captain asks "Is it hotter on the left or the right there?". The FE answers "it's about the same".

14 h 42 min 31 s, Captain "top"
.
14 h 42 min 54.6 s, FO "one hundred knots".

14 h 42 min 57 s, FE "four greens"
.
14 h 43 min 03.7 s, FO "V1", 14 h 43 min 04.5s (low-frequency noise)

14 h 43 min 10 1 s, noise followed, from 14 h 43 min 11 s to 14 h 43 min 13.8 s, by a change in the background noise. In the same time period the FO announces "watch out".

14 h 43 min 13.4 s, message from the controller indicating flames at the rear and readback by the FO.

14 h 43 min 16.4 s, FE "(??stop??)".

14 h 43 min 20.4 s, FE "Failure eng… failure engine two".

14 h 43 min 22.8 s, fire alarm.

14 h 43 min 24.8 s, FE "shut down engine two".

14 h 43 min 25.8 s, Captain "engine fire procedure" and in the following second the noise of a selector and fire alarm stops.

14 h 43 min 27.2 s, FO "watch the airspeed the airspeed the airspeed".

14 h 43 min 29.3 s, fire handle pulled.

14 h 43 min 30 s, Captain "gear on retract". In the course of the following eight seconds the crew mention the landing gear several times.

14 h 43 min 42.3 s, second fire alarm.

14 h 43 min 45.6 s, FO "(I'm trying)", FE "I'm firing it".

14 h 43 min 46.3 s, Captain "(are you) shutting down engine two there".

14 h 43 min 48.2 s, FE "I've shut it down".

14 h 43 min 49.9 s, FO "the airspeed".

14 h 43 min 56.7 s, FO "the gear isn't retracting".

14 h 43 min 58.6 s, third fire alarm.

Between 14 h 43 min 59 s and 14 h 44 min 03 s, three GPWS warnings are heard and at the same the FO announces "the airspeed".

14 h 44 min 14.6 s, FO "Le Bourget Le Bourget" then a few seconds later “negative we're trying Le Bourget".

14 h 44 min 31.6 s, end of the recording.

Note: some words in the flight part of the recording, "stop" for example, were doubtful. These portions of the recording were sent to the CNRS linguistics laboratory in Aix-en-Provence. The work on signal filtering and phoneme analysis carried out by the researchers at the lab did not clear up the doubts.
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Update 16 June 2003
American Aircraft All Grounded This Week at 45th Paris Air Show
           On Saturday, French President Jacques Chirac opened the 45th Paris Air Show at Le Bourget, then stood clapping his applause as the last of the Air France Concordes made her final landing on the runway in front of him, before taxiing around the airfield in a final lap of honor. Then President Chirac went on to admire the Airbus stand, where he warmly congratulated consortium members on their 300 aircraft deliveries for 2003. If President Chirac noticed the complete lack of Americans in the crowd, he was far too polite to mention it.  
            In what is being publicly touted as simple “payback” for Europe’s strident opposition to the U.S. invasion of Iraq, no American officer above the rank of colonel is allowed to attend the 45th Paris Air Show at Le Bourget this week, and no American military or civil aircraft will be allowed to participate in the air displays. Yes, you did read that correctly: NO air displays by any American aircraft.
            Bearing in mind that the Paris Air Show is the unchallenged premier world forum for selling aircraft and other aerospace related items to more than 100 participating countries, there is nothing simple about this bizarre decision, which was certainly not made on the basis of payback. No politician or businessman on earth has ever let simple emotion or patriotism get in the way of multi-billion dollar aerospace sales. Business transactions announced during the  last show in 2001 totaled a whopping  € 63 billion.
            Reasonable analysis suggests the real reason for the self-inflicted and very damaging restrictions is more likely to be serious concern for the safety of America’s captains of industry, for senior American military officers, and for U.S. aircraft flying in a potentially hostile European environment. Exactly how hostile that environment might become, will be mentioned later.
            The number of American aircraft on static display at the show has been drastically reduced, with a mere handful of military aircraft joined by one Boeing 737-700 and one Boeing 777-346. Their minders are feeling the heat already, with a U.S. Air Force captain who gave his name only as Steve, being questioned by a visitor from Gabon who said the campaign in Iraq had depleted U.S. prestige. Then a Pakistani visitor complained that the U.S. government had not delivered the military planes his country bought years ago.
            The Europeans seem unconcerned by the dramatic American absence. While French Mirage 2000 and Rafale fighter planes roar overhead, carrying out dramatic corkscrew spins, and advanced Russian turboprops demonstrate their extraordinary speed, wealthy Arabs and Asians are discreetly lured into manufacturers tents for smoked salmon and vintage champagne. The Israelis are there, selling stolen American missile secrets to the Chinese as usual, and solid-gold pens are on hand to sign contracts that suddenly appear as if by magic.
           ``It may be that they're doing it to show France what they think about its position in the Iraqi war, but I find it incomprehensible,'' said Dan Solon, an analyst at London-based consultancy Avmark International. ``The Pentagon is shooting itself in the foot.'' Attending the world famous event ``isn't to schmooze the host,'' said Solon ``Whether you like the French or not, if the commander and chief of, let's say, the Malaysian Air Force, happens to be at the show and you're a senior officer, you want to say to him, `We've got a great airplane flying and how do you like it?'''
            Solon is not alone in his confusion, with many others asking very hard questions about this inexplicable behaviour, and also about the strange behaviour of the French when they suddenly grounded the Concorde fleet on 31 May 2003, a full five months before the agreed date in October when both Air France and British Airways were due to retire their national Concorde fleets simultaneously, then throw a huge party.
            Security sources suggest that there was a real or perceived threat of a second Air France Concorde being deliberately brought down, before they could all be gracefully retired together, and the French Government took pre-emptive [and very sudden] action in order to eliminate the possibility. If this really was the case, a second dramatic Concorde crash might have been the public-relations death knell for the Airbus A380 Super Jumbo, and possibly for the Airbus consortium as a whole. One Concorde crash was bad enough, but two would be catastrophic.
            Giving limited credibility to this suggestion is the long list of very late Paris Air Show cancellations by a range of top American aerospace executives,  all of whom intended to fly to the 45th Paris Air Show right up until a few days after Concorde was suddenly grounded. The late-cancellation list includes the bosses of Lockheed Martin and Northrop Grumman, with the Boeing boss apparently having no plans to attend at all. Might these sudden changes in plans be directly or indirectly linked to the threat perceived by the French?
            We may never get to the bottom of the matter, and in any event the mighty Concorde itself might not be completely dead, or at least not yet. British billionaire Sir Richard Branson, famous for taking on British Airways with his tiny Virgin Atlantic years ago, and winning the fight, intends to challenge the grounding of the British Concordes in October. Branson maintains that under the rules governing Concorde’s initial construction,  he can and should be allowed to continue operating the supersonic transatlantic service if British Airways no longer wishes to do so.
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