Scheduled flights began on 21 January 1976 on the London–Bahrain and Paris–Rio de Janeiro (via Dakar) routes, with BA flights using the Speedbird Concorde call sign to notify air traffic control of the aircraft's unique abilities and restrictions, but the French using their normal call signs.
The Paris-Caracas route (via Azores) began on 10 April.
The US Congress had just banned Concorde landings in the US, mainly due to citizen protest over sonic booms, preventing launch on the coveted North Atlantic routes.
The US Secretary of Transportation, William Coleman, gave permission for Concorde service to Washington Dulles International Airport, and Air France and British Airways simultaneously began a thrice-weekly service to Dulles on 24 May 1976.
Due to low demand, Air France cancelled its Washington service in October 1982, while British Airways cancelled it in November 1994.

When the US ban on JFK Concorde operations was lifted in February 1977, New York banned Concorde locally.
The ban came to an end on 17 October 1977 when the Supreme Court of the United States declined to overturn a lower court's ruling rejecting efforts by the Port Authority of New York and New Jersey and a grass-roots campaign led by Carol Berman to continue the ban.
In spite of complaints about noise, the noise report noted that Air Force One, at the time a Boeing VC-137, was louder than Concorde at subsonic speeds and during take-off and landing.
Scheduled service from Paris and London to New York's John F. Kennedy Airport began on 22 November 1977.

In 1977, British Airways and Singapore Airlines shared a Concorde for flights between London and Singapore International Airport at Paya Lebar via Bahrain.
The aircraft, BA's Concorde G-BOAD, was painted in Singapore Airlines livery on the port side and British Airways livery on the starboard side.
The service was discontinued after three return flights because of noise complaints from the Malaysian government; it could only be reinstated on a new route bypassing Malaysian airspace in 1979.
A dispute with India prevented Concorde from reaching supersonic speeds in Indian airspace, so the route was eventually declared not viable and discontinued in 1980.

During the Mexican oil boom, Air France flew Concorde twice weekly to Mexico City's Benito Juárez International Airport via Washington, DC, or New York City, from September 1978 to November 1982.
The worldwide economic crisis during that period resulted in this route's cancellation; the last flights were almost empty.
The routing between Washington or New York and Mexico City included a deceleration, from Mach 2.02 to Mach 0.95, to cross Florida subsonically and avoid creating a sonic boom over the state; Concorde then re-accelerated back to high speed while crossing the Gulf of Mexico.
On 1 April 1989, on an around-the-world luxury tour charter, British Airways implemented changes to this routing that allowed G-BOAF to maintain Mach 2.02 by passing around Florida to the east and south.
Periodically Concorde visited the region on similar chartered flights to Mexico City and Acapulco.

From December 1978 to May 1980, Braniff International Airways leased 11 Concordes, five from Air France and six from British Airways.
These were used on subsonic flights between Dallas-Fort Worth and Washington Dulles International Airport, flown by Braniff flight crews.
Air France and British Airways crews then took over for the continuing supersonic flights to London and Paris.
The aircraft were registered in both the United States and their home countries; the European registration was covered while being operated by Braniff, retaining full AF/BA liveries.
The flights were not profitable and typically less than 50% booked, forcing Braniff to end its tenure as the only US Concorde operator in May 1980.

In its early years, the British Airways Concorde service had a greater number of "no shows" (passengers who booked a flight and then failed to appear at the gate for boarding) than any other aircraft in the fleet.
Scheduled flights began on 21 January 1976 on the London–Bahrain and Paris–Rio de Janeiro (via Dakar) routes, with BA flights using the Speedbird Concorde call sign to notify air traffic control of the aircraft's unique abilities and restrictions, but the French using their normal call signs. The Paris-Caracas route (via Azores) began on 10 April. The US Congress had just banned Concorde landings in the US, mainly due to citizen protest over sonic booms, preventing launch on the coveted North Atlantic routes. The US Secretary of Transportation, William Coleman, gave permission for Concorde service to Washington Dulles International Airport, and Air France and British Airways simultaneously began a thrice-weekly service to Dulles on 24 May 1976. Due to low demand, Air France cancelled its Washington service in October 1982, while British Airways cancelled it in November 1994.
When the US ban on JFK Concorde operations was lifted in February 1977, New York banned Concorde locally. The ban came to an end on 17 October 1977 when the Supreme Court of the United States declined to overturn a lower court's ruling rejecting efforts by the Port Authority of New York and New Jersey and a grass-roots campaign led by Carol Berman to continue the ban. In spite of complaints about noise, the noise report noted that Air Force One, at the time a Boeing VC-137, was louder than Concorde at subsonic speeds and during take-off and landing. Scheduled service from Paris and London to New York's John F. Kennedy Airport began on 22 November 1977.
In 1977, British Airways and Singapore Airlines shared a Concorde for flights between London and Singapore International Airport at Paya Lebar via Bahrain. The aircraft, BA's Concorde G-BOAD, was painted in Singapore Airlines livery on the port side and British Airways livery on the starboard side. The service was discontinued after three return flights because of noise complaints from the Malaysian government; it could only be reinstated on a new route bypassing Malaysian airspace in 1979. A dispute with India prevented Concorde from reaching supersonic speeds in Indian airspace, so the route was eventually declared not viable and discontinued in 1980.
During the Mexican oil boom, Air France flew Concorde twice weekly to Mexico City's Benito Juárez International Airport via Washington, DC, or New York City, from September 1978 to November 1982. The worldwide economic crisis during that period resulted in this route's cancellation; the last flights were almost empty. The routing between Washington or New York and Mexico City included a deceleration, from Mach 2.02 to Mach 0.95, to cross Florida subsonically and avoid creating a sonic boom over the state; Concorde then re-accelerated back to high speed while crossing the Gulf of Mexico. On 1 April 1989, on an around-the-world luxury tour charter, British Airways implemented changes to this routing that allowed G-BOAF to maintain Mach 2.02 by passing around Florida to the east and south. Periodically Concorde visited the region on similar chartered flights to Mexico City and Acapulco.
From December 1978 to May 1980, Braniff International Airways leased 11 Concordes, five from Air France and six from British Airways. These were used on subsonic flights between Dallas-Fort Worth and Washington Dulles International Airport, flown by Braniff flight crews. Air France and British Airways crews then took over for the continuing supersonic flights to London and Paris. The aircraft were registered in both the United States and their home countries; the European registration was covered while being operated by Braniff, retaining full AF/BA liveries. The flights were not profitable and typically less than 50% booked, forcing Braniff to end its tenure as the only US Concorde operator in May 1980.
In its early years, the British Airways Concorde service had a greater number of "no shows" (passengers who booked a flight and then failed to appear at the gate for boarding) than any other aircraft in the fleet.
Concorde