23rd Apr 2011, 09:13
permalink Post: 1316
CliveL
(And ChristiaanJ)
Sure can Clive. These are the BA 5102 numbers, Air France 5101 numbers were corespondingly identical chronologically.: G-BOAC - 5102-01. G-BOAA - 5102-02. G-BOAB - 5102-03. G-BOAD - 5102-04. G-BOAE - 5102-05. Although G-BOAG (G-BFKW) and G-BOAF (G-BFKX) were originally Variant 192 (British Unsold) aircraft, these correspondingly became 5102-06 and 5102-07. I wonder if anyone here remembers G-BOAF doing her pre-delivery flying at Filton registered as G-N91AF? I remember when I was at Filton doing one of my Concorde type courses in 1980, and there was good old Foxy Lady with her 'Branniff' registration. She was
re
-re-registered
to G-BOAF prior to delivery to BA.
The Component 30 skin thickness issue was not relevant for
RELIFE 2
; you and I know that the major 'skin' issue here was the centre fuselage crown area. The issue of Component 30 was a 201/202 issue only. (Assuming that the French had the need/desire/capability of adding another airframe to their fleet.
And sorry everyone about the \xa330 cost of converting 202 into an airliner, I meant (dumb ass that I am) \xa330 MILLION.
Best regards
Dude
Quote:
| Dude, can I join Christiaan in requesting more information on that '5000' series numbering; I have never come across it before. |
to G-BOAF prior to delivery to BA.
Quote:
| Also, I have asked the CAA surveyor who was most likely to have made that reskinning decision for more data. Perhaps he can remember the problem with the forward fuselage skins. Certainly when we were standing together inside 102 last week and talking about fuselage modifications for relifing the aircraft the problem of Component 30 was not mentioned! |
And sorry everyone about the \xa330 cost of converting 202 into an airliner, I meant (dumb ass that I am) \xa330 MILLION.
Best regards
Dude
11th Aug 2011, 11:46
permalink Post: 1422
hissinsid
I have to admit, this is one superb image (and a nice high resolution one also) of my old friend Alpha Alpha.
As far as the trip switches to the rear of the captain, not quite sure what you are refering to I'm afraid unless you mean the area on 213 circuit breaker panels? Also located here are the Audio Selector Panel, the emergency windshield de-ice switches (quite hairy really , 200 volts placed straight on the main windshield heating film with no temperature regulation or overheat protection). As well we also have the lighting controls for the panel and a fully deployed observer's coffee cup holder.
As far as the bits either side of the E/O's table, well there is a fair bit, but I'll do my best:
To the left we have the engine start panel, the air conditioning test panel (also encompassing the fuel vent suppression test and indication and gauge limit reset button) and door warning panel. Below these panels are the mode selector panels for the Inertial Navigation Systems and the artificial feel test and Ram Air Turbine control panels. At the very bottom we have the air intake test and diagnostic panels, as well as the anti ice indicator panel. The E/O's Audio Selector Panel and last of all we have the radiation meter and landing gear fault annunciator. (This item is not fitted to aircraft G-BOAG or any Air France aircraft).
To the right we have the Aircraft Integrated Data System panel and immediately below that the compass control panel. (Concorde was one of the very last aircraft to have a magnetic heading reference system, modern aircraft synthesise magnetic heading against true heading and geographic position). Below that we have the oxygen indication panel and to the top right of the section we have the engine and fire test panel. Immediately below this we have the automatic test panel for Automatic Flight Control System and below this the smoke detector test panel. Below this we have the cockpit voice recorder panel and last of all the current monitor panel for the intake secondary air doors.
WHEW!! I hope this helps but if not please ask away.
Regards
Dude
I have to admit, this is one superb image (and a nice high resolution one also) of my old friend Alpha Alpha.
As far as the trip switches to the rear of the captain, not quite sure what you are refering to I'm afraid unless you mean the area on 213 circuit breaker panels? Also located here are the Audio Selector Panel, the emergency windshield de-ice switches (quite hairy really , 200 volts placed straight on the main windshield heating film with no temperature regulation or overheat protection). As well we also have the lighting controls for the panel and a fully deployed observer's coffee cup holder.
As far as the bits either side of the E/O's table, well there is a fair bit, but I'll do my best:
To the left we have the engine start panel, the air conditioning test panel (also encompassing the fuel vent suppression test and indication and gauge limit reset button) and door warning panel. Below these panels are the mode selector panels for the Inertial Navigation Systems and the artificial feel test and Ram Air Turbine control panels. At the very bottom we have the air intake test and diagnostic panels, as well as the anti ice indicator panel. The E/O's Audio Selector Panel and last of all we have the radiation meter and landing gear fault annunciator. (This item is not fitted to aircraft G-BOAG or any Air France aircraft).
To the right we have the Aircraft Integrated Data System panel and immediately below that the compass control panel. (Concorde was one of the very last aircraft to have a magnetic heading reference system, modern aircraft synthesise magnetic heading against true heading and geographic position). Below that we have the oxygen indication panel and to the top right of the section we have the engine and fire test panel. Immediately below this we have the automatic test panel for Automatic Flight Control System and below this the smoke detector test panel. Below this we have the cockpit voice recorder panel and last of all the current monitor panel for the intake secondary air doors.
WHEW!! I hope this helps but if not please ask away.
Regards
Dude
Last edited by M2dude; 13th Aug 2011 at 00:43 .
13th Aug 2011, 12:00
permalink Post: 1427
Filton
Save Bristol\x92s Concorde and the Brabazon Hangar
The Brabazon Hangar dominates the south side of Filton Airfield. During the 1960s it became the home of the UK Concorde production line, but Concorde wasn\x92t the first aircraft to be built within this amazing structure.
The hangar was originally built during the 1940s to enable the construction of the massive Bristol Aircraft Company\x92s type 167, which is better known as the Brabazon and hence this is where the name of the hangar came from . This giant airliner aircraft had a 230ft wingspan, and was powered by eight pair-coupled Bristol Centaurus piston engines and was Britain\x92s attempt at a non-stop trans-Atlantic airliner.
The prototype flew in 1949 six years and \xa33 million after the conception, and sadly the aircraft was already obsolete. The British de Havilland Comet jet-powered airliner was already well on the way and on the other side of the Atlantic, Boeing were developing their 707, and both of these would fly faster and carry more passengers than the Brabazon The prototype flew for a short while and a second turboprop-powered prototype (Brabazon II) was being built when the project was abandoned. Both aircraft were subsequently broken up in 1953.
With the demise of the Brabazon project Bristol was then left with one of the largest aircraft production facilities in Europe and therefore the giant Brabazon hangars were put to other uses, these included being used for the production line for the much more successful Bristol Britannia airliner.
But the Brabazon hangar has become more famous today as the birthplace of all the British built Concordes, ten airframes were built there, one prototype known as 002, one pre-production known as 01, one development production known as Delta Golf, and of course the seven airliner production airframes detailed below\x85
G-BOAA
G-BOAB
G-BOAC
G-BOAD
G-BOAE
G-BOAF
G-BOAG
Concorde 216 G-BOAF was the last Concorde built anywhere in the world, and of course the very last one to fly in November 2003. During her final flight she flew back to her birthplace, to Filton to form a major part of a new planned Bristol aviation museum. The plan was to house the whole of the Bristol Aviation Collection, known as the BAC, in one building, a centre to celebrate Bristol\x92s incredible aviation history, and let\x92s not forget that Bristol led the world.
But like so many things in this fast changing world, ideas and directions soon change and as in this case not for the better.
Heritage Concorde has heard of one idea that it wishes to push forward with anyone who would be willing to work alongside the group. With next years closure of Filton airfield, one incredible heritage building stands at risk of being ripped down and lost forever, the Brabazon Hangar. So why not use this building as the centre of the history of Bristol aviation and space industry, and in memory of the man who started it all, Sir George White. It\x92s large enough to form one of the most incredible museums in the world; it would be able to house the whole BAC collection with Concorde 216 at the centre, where she was built.
This idea needs to be looked into and not dismissed so easily by the people leading the effort for the new museum. Heritage Concorde will start to develop this idea further.
Any ideas, any offer of help or advice???
Steve de Sausmarez
The Brabazon Hangar dominates the south side of Filton Airfield. During the 1960s it became the home of the UK Concorde production line, but Concorde wasn\x92t the first aircraft to be built within this amazing structure.
The hangar was originally built during the 1940s to enable the construction of the massive Bristol Aircraft Company\x92s type 167, which is better known as the Brabazon and hence this is where the name of the hangar came from . This giant airliner aircraft had a 230ft wingspan, and was powered by eight pair-coupled Bristol Centaurus piston engines and was Britain\x92s attempt at a non-stop trans-Atlantic airliner.
The prototype flew in 1949 six years and \xa33 million after the conception, and sadly the aircraft was already obsolete. The British de Havilland Comet jet-powered airliner was already well on the way and on the other side of the Atlantic, Boeing were developing their 707, and both of these would fly faster and carry more passengers than the Brabazon The prototype flew for a short while and a second turboprop-powered prototype (Brabazon II) was being built when the project was abandoned. Both aircraft were subsequently broken up in 1953.
With the demise of the Brabazon project Bristol was then left with one of the largest aircraft production facilities in Europe and therefore the giant Brabazon hangars were put to other uses, these included being used for the production line for the much more successful Bristol Britannia airliner.
But the Brabazon hangar has become more famous today as the birthplace of all the British built Concordes, ten airframes were built there, one prototype known as 002, one pre-production known as 01, one development production known as Delta Golf, and of course the seven airliner production airframes detailed below\x85
G-BOAA
G-BOAB
G-BOAC
G-BOAD
G-BOAE
G-BOAF
G-BOAG
Concorde 216 G-BOAF was the last Concorde built anywhere in the world, and of course the very last one to fly in November 2003. During her final flight she flew back to her birthplace, to Filton to form a major part of a new planned Bristol aviation museum. The plan was to house the whole of the Bristol Aviation Collection, known as the BAC, in one building, a centre to celebrate Bristol\x92s incredible aviation history, and let\x92s not forget that Bristol led the world.
But like so many things in this fast changing world, ideas and directions soon change and as in this case not for the better.
Heritage Concorde has heard of one idea that it wishes to push forward with anyone who would be willing to work alongside the group. With next years closure of Filton airfield, one incredible heritage building stands at risk of being ripped down and lost forever, the Brabazon Hangar. So why not use this building as the centre of the history of Bristol aviation and space industry, and in memory of the man who started it all, Sir George White. It\x92s large enough to form one of the most incredible museums in the world; it would be able to house the whole BAC collection with Concorde 216 at the centre, where she was built.
This idea needs to be looked into and not dismissed so easily by the people leading the effort for the new museum. Heritage Concorde will start to develop this idea further.
Any ideas, any offer of help or advice???
Steve de Sausmarez
18th Oct 2013, 06:01
permalink Post: 1730
G-BOAG lives in Seattle now. And so you know it's Concorde with an " e". Very important.
I flew on G-BOAG, BA 2 JFK- LHR, 6 months before the program was shut down in 2003. The experience is hard to describe and only a Concorde fan would appreciate it anyway.
I flew on G-BOAG, BA 2 JFK- LHR, 6 months before the program was shut down in 2003. The experience is hard to describe and only a Concorde fan would appreciate it anyway.