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why was the concorde taken out of service

G-BOAC (204) The flagship of the fleet (because of its registration) first flew on 27 February 1975 from Filton UK. It made its final flight to
where a special "glass hangar" has now been built at the viewing park for its display on 31 October 2003 after flying 22,260 hours. G-BOAA (206) first flew on 5 November 1975 from Filton UK. This was the aircraft that flew with the on 2 June 1996 to celebrate 50 years of. It last flew on 12 August 2000 as BA002 from New York JFK to London Heathrow after flying 22,768 hours, and it never received the modifications after the Paris crash. For its final journey it was transported to the (run by ), near Edinburgh, over land to the, then by sea to, then over land again to the museum from 8 April to 19 April 2004. G-BOAB (208) first flew on 18 May 1976 from Filton. Its last flight was a positioning flight on 15 August 2000 as BA002P from New York JFK to London Heathrow after flying 22,296 hours. It remains at. It was never modified, and so never flew again after returning home following the Paris crash. G-BOAD (210) first flew on 25 August 1976 from Filton. Repainted with for a joint service by the two airlines between Bahrain and at Paya Lebar for three months in 1977, and from 1979 to 1981. This aircraft also set the fastest Atlantic crossing by any Concorde on 7 February 1996, taking off from New York JFK and landing in London Heathrow 2 hours, 52 minutes, and 59 seconds later. It departed from Heathrow for the final time on 10 November 2003, and flew to JFK airport in New York, from where it was then transferred (on a barge originally used to move external fuel tanks), to the, New York (USA), past the and up the.

Its engines were removed to reduce weight. Its temporary home was on a barge alongside the aircraft carrier Intrepid, pending the proposed creation of a quayside display hall; however, in December 2006, this Concorde was moved to in Brooklyn, where it was kept in poor conditions. G-BOAD's nose cone was knocked off by a truck at the end in June 2008. The damage was repaired and subsequently the aircraft was moved back to Pier 86 in Manhattan (and placed on the pier, rather than on a barge) on 20 October 2008. G-BOAD spent more time in the air than any other Concorde at 23,397 hours. G-BOAD was incorporated into the in 2008. G-BOAE (212) first flew on 17 March 1977 from Filton. On 1 July 1999 it flew in formation with the to mark the opening of the Scottish Parliament. Its last flight was to in Bridgetown ( ) on 17 November 2003, with 70 members of BA staff on board. The flight, lasting less than 4 hours, reached the maximum certified height of 60,000Pft (18,300 m). It flew a total of 23,376 hours. A new exhibition was constructed to house the aircraft, east of the at the old Spencers Plantation. G-BOAG (214) first flew on 21 April 1978 from Filton. The aircraft that flew the final Speedbird 2 service from New York on 24 October, left Heathrow for the final time on 3 November 2003.

It spent a day "resting" and refuelling in New York before making its final flight on 5 November 2003 from New York JFK to, Seattle in an unusual supersonic flight (which required special permission) over the sparsely populated part of northern Canada, to Seattle, where it is currently displayed at the, alongside the first that served as and the prototype. This Concorde was once used as a source of spares, before being restored using parts from Air France's F-BVFD and has flown 16,239 hours. G-BOAF (216) first flew on 20 April 1979 from Filton and was the last Concorde to be built. It made Concorde's final ever flight on Wednesday 26 November 2003. Departing from Heathrow at 11:30, it made a last, brief, supersonic flight, carrying 100 BA staff, over the Bay of Biscay. It then flew a "lap of honour" above, passing over, and, before landing at, soon after 13:00 GMT. It was met by, who formally accepted its handover. It has flown a total of 18,257 hours. This aircraft was open for public viewing at the facility. The aircraft is now the main exhibit at the museum. As part of tenth-anniversary celebrations on 24 December 1985, British Airways photographed G-BOAA, G-BOAC, G-BOAF and G-BOAG for their publicity material. It wasn t dangerous to fly and had an exceptional safety record. The hacks like moving fuel around were not to keep it cool, but to manage the centre of gravity during acceleration and supersonic flight.

It was a more efficient solution than using control surfaces to maintain stability, which would have introduced drag. The crazy nose was a solution to a problem that subsonic aircraft do not have. It was a complex aircraft and as such was not entirely problem free, but in 30 years of flying was involved in one fatal accident. There are very few other aircraft that can be said about. They were definitely profitable - At one point Concorde accounted for 1/3rd of British Airways profits by itself. At the start of its life there were problems with costs, but that is nothing unusual if you look into the history of the British aviation industry around that time. It was a political minefield before you take into account it was an international collaboration with France. It s amazing it got into production at all. Air France did were not as successful as BA in their Concorde operations, and subsequent to their privatisation were more reluctant to continue flying it. There were a couple of reasons for it going out of service - mainly though it was reaching the natural end of its life. Airbus, as the design authority did not want to continue supporting it past 2003, and it would have been impractical to get another company to take that responsibility on. Factors like the Paris crash, and the World Trade Centre attacks also played their part in the economics, but even without those it wouldn t have been possible to carry on flying them forever.

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