In actual fact BA looked very seriously in the mid 1980s at a limited glass cockpit, where the primary flight and engine instruments would be replaced by and EFIS/EICAS setup, ala Boeing 757. Studies were quite advanced, the main cited advantage was 'reduced cost of ownership.' It seems that the reason it never went any further was, now here's the irony, 'increased training costs. (You have to remember that the 757 was the only glass cockpit BA had at the time, with nothing much else on the horizon).
There would certainly needed to be other upgrades avionics wise, in the fullness of time, but the glass cockpit was not really top of the list. Glaring requirements were improved navigational accuracy, as well as EGPWS together with predictive and reactive windshear protection. (Although to really get the most out of this an EFIS type system is crucial). We (BA) were already looking at both EGPWS and the replacement of the DELCO Carousel 1VAC INS. The Litton 92 had been suggested early on, as it was the only laser INS available with a GPS card fitted, but it is possible that given time an IRS with separate MMR interface would have been used. (This of course now requires an FMC, with a potentially rather involved VNAV profile). As far as EGPWS (and GPS navigation), the main problem was going to be 'where to put the darned GPS antenna' up there on the fuselage crown, but this was being looked at right up to 2003. Providing there was an adequate way of displaying the warnings, predictive windshear protection would have been a breeze, as the Bendix RDR4B radar system (itself retrofitted in the mid 1990s) had the PWS capability merely disabled on Concorde). As Concorde was a highly profitable enterprise for BA during the vast majority of her service life, it is my view that natural avionics updates, such as those described, would have found their way onto Concorde given enough time. (EGPWS, GPS NAV as well as PWS protection would almost certainly have been on board by now).
Best regards
Dude
