45th anniversary
Celebrating G-BOAF
Concorde watch
News from Manchester and Duxford
Return to the Intrepid G-BOAD’s river journey
The dawn of the Concorde era
Pilot Jock Lowe remembers Spring cleaning
Reports from Germany, France, and UK
To open this issue, we are honoured to have an article from Jock Lowe, Chief Concorde Pilot and Chief Pilot for British Airways, whose experience of flying Concorde bridged the transition from the test flight phase to the start of passenger services.
From there, we turn to Concorde in the present –and we have a wealth of news to bring you. Ben Lord, head of the Save Concorde Group, gives an amazing eyewitness account of seeing G-BOAD travel by river from the Brooklyn Navy Yard, where she underwent restoration, back to her display position at the Intrepid Museum.
Paul Evans, who for so many years headed the Concorde at Filton volunteers, reports on the tour he and his team put on to commemorate the 45th anniversary of G-BOAF’s first flight.
Elsewhere, Concordes have been undergoing intensive cleaning and care. We present reports on the cleaning carried out at Sinsheim, Orly, and Heathrow. Finally, we bring the very latest news from Heritage Concorde on the restoration work at Manchester and Duxford.
2 Introduction
3 The dawn of the Concorde era
Jock Lowe
5 Chasing Concorde Ben Lord
8 Spring cleaning
10 G-BOAF: 45th anniversary tour Paul Evans
13 Concorde Watch
Editor: Katie John
Cover: Concorde G-BOAD passes under the Brooklyn Bridge as she is carried by river back to the Intrepid Museum. Photo: Ben Lord
One of the first British Airways pilots to be trained to fly Concorde, Jock Lowe embarked on his 25-year partnership with the aircraft at the threshold between the end of test flying and the start of scheduled passenger services. He recalls his introduction to the adventure of supersonic flight.
Wednesday April 9th 1969 turned out to be a very significant day in my life. It was my birthday and by coincidence the date of the first flight of Concorde 002 from Filton to Fairford. There and then, without a clue how to do it, I decided that I would be a Concorde pilot.
First step was to be employed by the British Overseas Airways Corporation (BOAC) as a first officer flying VC10s. Next step was to join the Concorde Evaluation Team of the British Airline Pilots’ Association (BALPA), run by an excellent chairman: the late Captain Ian Frow. This evaluation committee was made up of pilots who wanted to be clever, constructive and helpful and who wanted the Concorde project to succeed, but only after views on operation by line pilots had been taken into account.
As a result of this approach, the British Aircraft Corporation (BAC) at Filton, who were assembling and test-flying the British Concordes, were inclusive and patient with us. They provided the proposed manuals and outlined many of the procedures. They then offered a few sessions on the only functioning simulator in Toulouse. Then the big prize – flying opportunities on the aircraft itself. By coincidence I was one of those chosen.
Awe and wonderment
So on a misty cold February morning – 11 February 1975 – it was my turn. We walked out past a grey hanger around a corner and there she was: G-AXDN. I had never even seen the aircraft for real at that time, so awe and wonderment probably sum up my emotions.
An hour later I’m in the left seat taxying this amazing “thing” out to the take-off point. Then the take-off with the calm voice of BAC test pilot Jock Cochrane taking me through everything. It was an unbelievable experience but one which was so busy I hardly remember much about it.
A few weeks later my second flight was also captained by Jock Cochrane and took place in fine weather at Fairford. This time I can
recall much more. My first take-off was a proposed simulated JFK 31L departure (see next page) using full power and reheats. This involves a 25-degree turn at 15 feet followed by a power reduction, then a reduction in bank angle, followed by another increase to full power. I coped but it was hard work!
Circuits followed when Jock once again taught me about the different runway aiming point and so on. My first landing was OK – just.
Following his first flight in February 1975, Jock Lowe joined the first BA First Officers’ course in June 1976. Six months later, he was instructing colleagues on the next course.
Jock Lowe’s achievements with Concorde would include finetuning the approach profile, thereby saving the airline around £1 million a year in fuel costs, and most famously turning Concorde from a “white elephant” into a “golden eagle”, by working with general manager Brian Walpole to raise the revenue from Concorde flights. The two commissioned market research to find out if the passengers knew how much a Concorde fare was. The resulting guesses turned out to be much higher than the actual fare at the time – so Jock Lowe reasoned, “let’s charge them what they think they’re paying”. He was also involved in setting up the charter flights and round-the world flights that would do so much to burnish Concorde’s prestige. (In addition, he ensured that Concorde was not painted with the “World Images” tail designs that were used on other BA aircraft in the late 1990s.)
Jock Lowe became Flight Operations Director for British Airways, before returning to Concorde as Commercial Director Concorde in 1999. His working relationship with the aircraft ended in 2001.
Third flight was with Brian Trubshaw on G-BBDG – now the Brooklands aeroplane. I was still amazed at how relaxed the test crews were and how much confidence they had even when the BALPA pilots were flying. On this flight Brian had me fly the recovery from PIOs (pilot-induced oscillations), which had caused some issues but to me didn’t seem too different from the VC10’s Dutch roll (a combination of yaw and roll).
From G-AXDN to ... G-BXDN
Summing it all up, disbelief that I was there is still the dominant thought. The flight test crews were fantastic, though, and the aircraft itself truly amazing!
Completing the story, many years later I became the proud owner of half a Chipmunk – and, I promise, purely by coincidence, the registration is G-BXDN.
G-BBDG in flight, February 1975
For his third flight Jock Lowe had Concorde 202 (G-BBDG), an aircraft much closer to the production Concordes.
Photo: US National Archives and Records Administration (public domain)
G-AXDN
1974: Concorde 101 (G-AXDN) at the Farnborough air show.
Photo © Richard Vandervord (CC BY-SA 4.0 DEED)
BALPA’s Concorde Evaluation Team (CET) was involved with Concorde’s development from very early on – first following the work at BAC, then accompanying the test pilots on some of the early flights. The CET also worked on resolving possible operational issues – primarily the issue of noise if Concorde were to land or take off at New York’s John F. Kennedy (JFK) airport, especially if using runway 31L.
The BAC noise engineers devised a procedure in which Concorde would turn left over Jamaica Bay as soon as possible after take-off, to minimise the noise for the local population. The procedure was approved in principle by the Port of New York Authority and by BALPA’s National Executive Committee, as well as by the heads of the Concorde design team in the UK. There followed a rigorous testing phase using the simulator in Toulouse, and real-life simulations of the procedure using Concorde G-AXDN (see article on previous page).
JFK did not normally permit turns below 600 ft during take-offs, but Concorde was agreed to be a special case, and the CET judged that any competent airline pilot could carry out the lowlevel turn manoeuvre for taking off from 31L. The turn would be tested during route-proving trials, and then, from November 1977, it would be used for scheduled Concorde operations from JFK. The work by the CET therefore helped to ensure that Concorde would be a success on the route
for which it was designed above all others – the lucrative North Atlantic flights that would make Concorde such an essential tool for high-level business users and VIPs.
On 13–14 March, after several months of repainting and restoration at the Brook lyn Navy Yard, New York, Concorde G-BOAD was floated back up the river and returned to her customary place at the Intrepid Museum. Save Concorde Group, was there to witness this awe-inspiring spectacle.
Ever since seeing the photos of when Concorde G-BOAD, ‘Alpha Delta’, made her way by the New York waterways to the Brooklyn Navy Yard for her muchanticipated paint restoration work last August, I looked at those photos with envy. I had wished I could have been stateside to chase her amongst some of the most iconic Manhattan landmarks.
At that point, I reached out to the Intrepid Museum asking if, at the very least, they would mind keeping me informed of when Alpha Delta would make her return so that I could try and make my way over to New York to, literally, chase a Concorde!
A pilgrimage
In early March, I was then over the moon to receive an e-mail not only informing me of when Concorde would make her return journey up
Alpha Delta started her journey at the Brooklyn Navy Yard (1), then passed down the East River and under Brooklyn Bridge to Weeks Marine (2), then returned up the Hudson River to the Intrepid Museum (3).
Source: Based on Google Maps
the Hudson River to the Intrepid Museum but extending an unexpected invitation to Pier 86 to witness Alpha Delta being lifted by crane off the barge and lowered back into position.
To me, this felt like a once-in-alifetime opportunity and so I literally cleared my schedule and booked myself a return flight with British Airways – flying the route that became synonymous with Concorde’s 27-year history.
At various stages during that outbound flight, I had tried to imagine what it would have been like to be doing this flying on Concorde. It somehow felt almost as though a
Having noted an outline itinerary for when the barge would begin its short voyage down the East River to where it meets the mouth of the Hudson River, I worked out where I thought would be the best vantage points to get to in order to begin my chase of Concorde.
Shortly after 2pm local time on Wednesday 13 March, whilst I stood in Main Street Park in the Brooklyn suburb, positioned in between the Manhattan and Brooklyn bridges, the first glimpse of Alpha Delta came into view. Weather conditions were absolutely perfect, with a signature New York blue sky that just meant it would be idyllic for capturing photographs as she meandered down the river.
The first part of her journey was from the Brooklyn Navy Yard to Weeks Boat Yard in New Jersey, where she would be kept overnight before making an early-morning journey up the Hudson River. Over the course of about 45 minutes, I
managed to capture Alpha Delta passing the two bridges, and then captured unique photographs with Wall Street in the background – it seemed rather surreal that the landmarks that Concorde had proudly flown over in/out of JFK for almost 28 years were now the backdrop to perhaps her slowest voyage in New York. As she passed the Dumbo Ferry Terminal, I then watched as Alpha Delta continued on, passing Governor Island and the Statue of Liberty ahead of arriving at her overnight stay.
As I returned to my hotel in New Jersey, I then began meticulously planning my movements and the best place to be positioned ready for her sunrise journey up the Hudson River. Having walked back through Wall Street and the 9/11 Memorial Park, I boarded a ferry across the Hudson to Paulus Hook on the New Jersey side of the Hudson River. As I looked over to Manhattan and the bright, sunny day, I just knew I had found the best spot to be stood ready for when she came by.
Morning on the Hudson
The sun rises over Alpha Delta as she begins the second part of her journey back to the Intrepid Museum.
At just before 7:45am local time on Thursday 14 March, I was stood at the Paulus Hook Pier where the familiar sound of helicopters was overhead – obviously the media outlets having a birds’ eye view of this iconic river movement. It wasn’t long after that when Alpha Delta first came into view. As the sun was rising behind it with a crisp golden skyline, Alpha Delta approached Battery Park and continued up the Manhattan side of the Hudson River where, for a few moments, she was perfectly positioned in front of One World Trade Center. Throughout its life, Concorde had quite a connection to the World Trade
Center and so it seemed really apt that these two icons paid homage to each other for a few brief moments. It was just before 9am that the barge carrying Alpha Delta arrived at Pier 86 – home to the Intrepid Air and Space Museum.
Lifting into position
I then boarded a ferry and made my way up to Midtown/42nd Street Ferry Terminal, which was just a 10-minute walk to the Intrepid. Having been met on arrival by museum executives, I made my way on board the former aircraft carrier and to the rear of the ship, where I had the most perfect, unadulterated
view of Alpha Delta as preparations continued ready for the crane lifting her back onto Pier 86. At 11:11am, Alpha Delta once more became airborne – albeit without her four Rolls-Royce Olympus 593 engines, these having been removed some years earlier. Rotating her 90 degrees mid-air, the crane then meticulously positioned Alpha Delta; the wheels touched down at 11:34am local time. Amazing to think that it took 23 minutes to move her a few metres, whereas she would have travelled the equivalent of Land’s End to John O’Groats supersonically in the same time once upon a time! Alpha Delta was home!
I wandered down to the aircraft. The paintwork restoration gleamed, and she looked brand new. It was no small undertaking – both in terms of logistics to undertake this restoration project, and also financially with an investment of in excess of $1 million by the Intrepid Air and Space Museum. They are justifiably proud of having Alpha Delta among their museum exhibits, and their approach to their continued custodianship could not reflect that more.
I am extremely grateful to the team at the Intrepid Museum for such warm hospitality, and to my great friend, Fred Finn, who I was honoured to have represented during his period of being unable to travel, which created a VIP opportunity that I would otherwise not have had.
Back in position
A 300-foot crane lifts Alpha Delta off the barge, turns her through 90°, and sets her down on the pier.
Photos: Ben Lord
Alpha Delta was reopened to visitors on 4 April. For details on Concorde tours and the museum collection, please visit the website: intrepidmuseum.org
Mach 2 is delighted to report that several of the Concordes on display underwent cleaning in March, ready for the summer. We bring you the details from Germany, France, and Heathrow.
Report courtesy of Technik Museen Sinsheim Speyer
The management and staff at the Technik Museum consider the aircraft on display at the museum as “not just exhibits, but living testimonies to the history of aviation”. For this reason, their aircraft collection receives regular cleaning and maintenance, including an intensive external clean every two years.
During March this year, the focus was on cleaning Air France Concorde F-BVFB, together with the Soviet Tu-144 CCCP 77112, at Sinsheim; the Lufthansa Boeing 747 and the Vickers Viscount at Speyer were also cleaned. One week of cleaning was planned for each aircraft. For this task, the museum received technical support from corporate museum member Scholpp Kran & Transport GmbH, from Heilbronn.
For Concorde and the Tu-144, which are mounted on the museum roof at Sinsheim, two workers were lifted to a height of 30 metres (100 feet) in a cage at the end of a crane. They then cleaned the aircraft with a high-pressure steam cleaner.
Holger Hamann, workshop manager at the Technik Museum Sinsheim, explained some of the challenges of this work: “When the crane has extended its entire mast length, including the attached 20-metre-long tip, the mast bends easily. Then there is the communication via radio. The crane operator cannot see his two colleagues in the basket.”
Despite this work, however, Concorde and the Tu-144 remained open to the public throughout the cleaning process.
A challenging exercise
Left: two workers in a metal cage are manoeuvred into place by crane.
Below left: F-BVFB receives a thorough steam clean.
Photos: Technik Museen Sinsheim Speyer
Technik Museen Sinsheim Speyer displays more than 6,000 exhibits from all fields of technological history and from around the world. The exhibits range from submarines to vintage cars, and from Concorde and its engines to the Soviet space shuttle Buran. In addition to the permanent exhibition and special exhibitions, the museum hosts vehicle and club meetings and similar events. Open all year round, the museum attracts over 1 million visitors a year. Funding is obtained exclusively from admission fees, donations, and the membership fees of club members. All surpluses are used for maintenance and expansion at the museum.
For further details about the museum and its collections, please visit the website: sinsheim.technik-museum.de/
Report courtesy of Athis Aviation – Musée Delta
On 19 March the Athis Aviation team at Musée Delta, Orly, near Paris, gave F-WTSA his first major clean for three years. This had not been possible sooner, due to restrictions in the use of water.
The left-hand side of the aircraft, facing north-east, showed noticeable dirt. The other side, which had more sunlight falling on it, did not look so bad from a distance – but seen at close quarters it was shocking.
The team therefore approached Hydronet, a company that specialises in cleaning aircraft and that works with the aircraft of Tarmac Aerosave at Tarbes and Sabena Technics at Perpignan.
Intensive cleaning Left: The side most exposed to the sunlight. Below: Hydronet and the team.
Work began on 19 March at 8am, despite the fact that the ground around F-WTSA was soaked due to three weeks of rain. One of the cleaning company’s vehicles got stuck in the grass and had to be moved with a recovery truck. (The second one, driven by a quad bike champion, made it to the concrete stand under the aircraft.) Nevertheless, the work continued all day, and by the end F-WTSA was gleaming again.
The Athis Aviation team thanks Hydronet for their work on the aircraft. www.hydronetfacade.fr/
For further information about F-WTSA, please see the museum website: museedelta.wixsite.com/musee-delta
Heritage Concorde / Katie John
On 26 March this year Alpha Bravo received a thorough wash. Despite the concerns voiced on social media, this aircraft receives regular cleaning and maintenance from the staff at Heathrow. Her latest clean has left her looking pristine, as can be seen in this photograph.
A dazzling sight
20 April: G-BOAB after her recent clean, as seen from a plane landing at Heathrow.
To mark the 45th anniversary of G-BOAF’s maiden flight, on 20 April, Aerospace Bristol hosted a talk and a private tour of the aircraft. Paul Evans, volunteer leader at Concorde at Filton, organised the event; he reports on a highly successful day.
April 20th 2024 was the 45th anniversary of the maiden flight of “The Last Concorde”: number 216 from Filton. Registered originally as G-BFKX, this aircraft was later, of course, registered and delivered to British Airways on June 12th, 1980, as G-BOAF. Over her 23-year commercial service, as part of British Airways’ seven-strong flagship fleet, she clocked up 18,257 flying hours, completing 6,045 landings and 5,639 supersonic flights.
As we all know, on November 26th 2003, this aircraft –which, aside from being the last Concorde to be built, was also the final complete aircraft to be manufactured at BAC Filton – completed the last ever flight of a Concorde when it touched down back home at Filton at 13.07 after completing one final supersonic flight from Heathrow.
Planning the anniversary
Earlier this year, after discussing various dates/options for the continuation of our successful technical tours with Aerospace Bristol, we suggested that April 20th would be an appropriate date to host the first tour of 2024, as it coincided with the 45th anniversary of GBOAF’s maiden flight.
We arranged to have tickets available on pre-sale so the “Concorde Community” on Heritage Concorde, and other sites, had the opportunity to purchase tickets before they went on general sale on the Aerospace Bristol website. As with our last tour, the support was fantastic, with the majority of tickets being sold prior to them going on general sale.
The tour would be held after the museum closed at 4.30pm and would run for two hours. The 36 guests would be split into 3 groups of 12, and each group would spend 30 minutes on board, underneath the aircraft, and in the exhibition room with the original Rolls-Royce training simulator.
On the day, former British Airways Captain Tim Orchard, who was the Senior First Officer (SFO) on GBOAD when the aircraft broke the world record for the fastest crossing from JFK – LHR back in 1996, began proceedings by giving a talk in the John James theatre at the museum, which was very well received. This was followed at 12.30 by a nose and visor move, hosted by Captain Orchard, an event that is always well attended.
We then had a few hours to spare before the tour commenced, so it was a perfect opportunity to have lunch in the onsite café and catch up (and brush up on our knowledge!) with my fellow Concorde at Filton colleagues. I can highly recommend the burger at the museum cafe!
As tour time approached, two of our guests unfortunately had to leave due to ill health; we managed to get them their certificates and also have two tickets printed with the anniversary date for them before they left (a big thank you to Scott at the museum, who was really helpful). We wish them both a quick recovery and look forward to seeing them back at Filton for the next tour.
By 4.30pm all the guests had arrived. They were brought over to the Concorde building to enjoy a welcome glass of fizz or soft drink with the aircraft waiting for them in the empty building.
For two guests this was the first time they had seen G-BOAF in over 20 years: Lorraine and Peter Longden.
Lorraine was a CSD (Cabin Service Director) with British Airways on Concorde and had reached out to me a few days earlier to see if they could possibly join the tour, to which of course we said yes!
This was the first time she had come face to face with the aircraft since being the CSD on board G-BOAF on October 24th, 2003, when they were the second of the three aircraft to land back in succession at Heathrow.
This ... brought home to me the sheer passion that this aircraft still evokes
This was a very special and emotional moment to witness and brought home to me the sheer passion that this aircraft still evokes after all these years. To have guests like this on the tour to add their personal reflections and experiences is always very special and makes the day even more memorable.
Both Lorraine and Peter still work for British Airways, as does their eldest son. Her father also worked for the airline for 33 years, so a real family affair.
Another gentleman on the tour who had first-hand experience with both the prototypes and the pre-
production aircraft at Filton and Toulouse was Mr Rowland White, who was attending the tour with his lovely Welsh wife. To listen to his experiences and adventures during the design, production and testing days was fascinating, and I know I speak for all my fellow volunteers when we say we would love to have him back at the museum any time, maybe even to deliver a talk!
To see the guests on board the aircraft, sitting there in the Conran seats, watching the reactivated Marilake displays and listening to the cabin talk, always so passionately delivered by Rosie, seems to bring the aircraft back to life for these two precious hours.
Colin and Ken were as usual exemplary on their ground talk beneath the aircraft; I’m confident they could probably extend this to 45 minutes rather than 30!
Nigel (who, we always used to joke back in the day, when the aircraft was on display at Concorde at Filton, could never be removed from the flight-deck) delivered yet another successful informative session for all the guests on the Rolls-Royce training simulator in the exhibition room, where earlier in the day, John Britton, former Chief Engineer at BAC/Airbus for Concorde, had held several sessions and talks as well.
As for me, I was as usual running around between each section trying
Left and far left: Lorraine Longden, former Cabin Service Director on Concorde, and her husband Peter on board Concorde again for the first time in over 20 years.
Photos: Peter and Lorraine Longden
to keep to time, whilst escorting people to the rear cabin, flight deck and on this occasion even conducting an impromptu 30-minute ground tour, where I really had to rewind my memory tape!
All too soon we had come to the end of yet another sold-out afterhours tour. We all gathered underneath the aircraft so the specially commissioned certificates could be handed out to each guest. Whilst everyone was beginning to leave or just standing and admiring the aircraft, sharing their own reflections, Lorraine and Peter shared something very special with us – a beautiful gloss print of the aircraft, presented to Lorraine on October 24th 2003 by British Airways, along with another print which had been signed by all the different Concorde crews, Lord Marshall, Rod Eddington, and many others on that day: just beautiful.
I firmly believe that after yet another successful sold-out tour, the tours are now here to stay. Going forward the tours will continuously be enhanced and be offered more frequently as our working relationship with the museum continues to flourish, with in particular the CEO, Sally Cordwell, 100% behind them.
Our goal, both the Aerospace Bristol team and myself, is to once again have Filton offer the best Concorde experience anywhere in the world.
On behalf of all my fellow Concorde at Filton Volunteers, Aerospace Bristol and I thank you for your continued support, loyalty and passion. We look forward to welcoming you on board the last Concorde, G-BOAF, soon.
A well-attended day
With special thanks to:
Concorde at Filton volunteers
Nigel Ferris
Bill Morgan
Tony Mumford
Ken Ricketts
Colin Smith
Rosie Thompson
Aerospace Bristol
Sir Iain Gray
Sally Cordwell
Eva Ambler-Thomas
Adam Jones
Plus our 2 special guests: Lorraine and Peter Longden, British Airways
For details about tours of Concorde G-BOAF, and to learn more about the Aerospace Bristol collection, please visit the museum website: aerospacebristol.org
Location: Imperial War Museum, Duxford, UK
Reporter: Graham Cahill
The team was John Dunlevy, Peter Ugle, James Cullingham and myself.
One of our better visits this time; we always love going to Duxford, but this one stands out because the visitor offering was improved so much.
The tasks for the day were as follows.
1. Training volunteers for maintenance
We had a meeting with the British Airliner Collection (Duxford Aviation Society – DAS) to schedule training for some other volunteers on maintenance. We plan to train a crack team of 4 to 6 volunteers so they can maintain the nose and other systems in house. As with any group, succession planning is important, and if we ever stop working or can’t work we need to future-proof the use of XDN’s nose for museum visitors to enjoy.
2. Installing hyposcope camera
We displayed a camera that has been in storage since the aircraft arrived – better to display it than have it hidden away. The camera was used to film the underside of the aircraft for testing things like ice build-up and correct operation of the landing gear. It attached to the hyposcope and could view 360 degrees under the aircraft.
Heritage Concorde built and donated a display stand for the camera and it looks great. Original footage from the camera is now displayed on the monitor attached to the display stand. Heritage Concorde would
Date: 23 April 2024
Hyposcope camera
Above: a close-up of the camera in its display box.
Photo: Heritage Concorde
Monitor and display
Right: the camera in situ in the cabin, with the monitor showing original footage from the hyposcope during the test flights.
Photo: Heritage Concorde
like to thank Emma Rasmussen for her help in raising the money for this project, and thanks BAC Bristol and BAe Systems for the footage.
DAS acquired several original test items that were used by G-AXDN during the test days. This is a long story but I’ll try to shorten it. Jim from Aviart contacted us to say items which should be in a museum are possibly becoming available, and gave us the contact number for Nick from Concorde Collectables. Nick then helped us to reunite DAS and G-AXDN with some of her test gear. These two people are passionate about ensuring items go to the correct place: in this case, a museum. DAS have paid for and own the items so their future is secured.
The items displayed today were:
l ZU49, a zonal unit located at the rear of the aircraft. We fitted the unit in its original position and managed to connect all the original wiring correctly as per the test days. The unit has been stored and owned by a private collector for many years; it can now be enjoyed by nearly 400,000 people a year who visit the aircraft. We referred to the digital archives being compiled by James Cullingham for wiring information and location.
l Camera control unit for the ice desk. The unit controlled video feeds for the ice desk monitors and for recording on the video recorder. We have a picture of it from the test days in use on a test flight on board AXDN, taken by John Dunlevy.
For future display we have one original ice camera, which we have stored until we work out how best to display it. (Probably in its original location on the side of the aircraft.) We need to re-make the original bracket for the camera and design a cowling to match the original spec.
4. Work on the spill door
Further work on the spill door was a problem today. We really need a spill door jack to carry out this work properly; we will make an effort
in the coming weeks to obtain one if possible. We have two possible sources for this actuator and will be making further enquiries.
5. Work on the nose
Inspect nose mechanism and solve a small leak.
See previous updates for this task. Same issues. Same solutions.
In all a productive day, with a great team and fantastic support from DAS as usual.
To learn more about G-AXDN and the rest of the DAS collection, please visit the website: duxfordaviationsociety.org
Above: ZU49 zonal unit
From left: the unit having its wiring checked, being carried up to the cabin, and installed in place.
Photo: Heritage Concorde
Below: ice desk equipment
Left: John Dunlevy displays the ice camera and control unit. Right: the control unit in place on the ice desk.
Photos: Heritage Concorde
Location: Runway Visitor Park, Manchester, UK
Reporter: Graham Cahill
The team was just me and John Hepple representing the Runway Visitor Park (RVP). The task for the day was to investigate ventilation of the cabin and tidy up a few bits that have been outstanding for a while.
We had installed a fan in the rear of the aircraft last year and it does increase fresh air through the aircraft; when closing the curtain in the forward galley, you can see the air movement. Today was all about increasing that flow and investigating how to do it while also keeping the aircraft preserved nicely. Investigation took most of the day.
We wanted to inspect the main distribution duct at the rear of the
Date: 7 May 2024
The underside of the aircraft; the team found that they could not access the distribution duct from the outside.
Heritage Concorde
aircraft to see if it was accessible for pipework. This unit is buried below the floor with no access from under the aircraft. We lifted two floor panels at the rear and found access was so tight it would be impossible to work in this area.
The next area of investigation was the lower baggage compartment. We removed the side panel exposing the ducting and found two suitable connections. The connections can be made to existing pipes
without damage or removal of any parts of the system.
We connected and tested a second fan for exclusive use of the forward cabin. It worked well; however, we all agreed that the noise of the air could impinge on tours. (It was so good at moving the air.)
Manchester have agreed to purchase an air conditioner which will serve the forward cabin while keeping the noise levels down for the hot summer days. The unit will
be installed to original aircraft ducting in the baggage hold, and drains and exhausts installed neatly and where possible to existing ducts. This dispenses with the temporary solution of units on board with perspex over doors to exhaust the hot air.
We will complete the task on our next visit or when the unit has arrived.
We had some time left at the end of the day, so revisited the ground services box and fitted a
permanent low-voltage power lead for the fuel panel light where we had installed a temporary solution. We had been meaning to get to this for a long while now. We re-fitted the ground services box in the aviation racking properly – and job done.
To find out more about Concorde G-BOAC and book tours, please visit the RVP website: runwayvisitorpark.co.uk
Left: ground services box
This controls the service lights and baggage compartment lights.
Photo: Heritage Concorde
