As did McDonnell-Douglas. See
http://www.tc.faa.gov/its/worldpac/techrpt/ar97-26.pdf

There is a Tu-144 preserved in Frankfurt Germany whihc you can visit, you can read my Trip Report below:

Concorde and Konkorsdki Togther: Roadtrips from Frankfurt, Germany

Concorde Locations

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Quote:
Originally Posted by LH738
As you write that you have a long term ambition to see all the Concordes in their various resting places throughout the world: do you know of other places (except those mentioned in your report or did you mention all places you are aware of)?

Glad you enjoyed the report. Here is some more information I have compiled on the location of the other Concordes:


British Development Airframes:

G-BSST Yeovilton Fleet Air Arm, Somerset*
G-AXDN Duxford Aviation Museum*
G-BBDG Weybridge, Brooklands Museum, Surrey**

British Airways Fleet:

G-BOAA Edinburgh, East Fortune*
G-BOAB LHR Heathrow Airport, Runway 23
G-BOAC MAN Manchester Airport Aviation Viewing Park*
G-BOAF Bristol, Airbus Factory Filton*

G-BOAD New York, Intrepid Air & Space Museum*
G-BOAG Seattle, Museum of Flight*

G-BOAE BGI Grantley Adams Airport, Barbados

French Development Airframes:

F-WTSS Le Bourget Airport, Paris*
F-WTSA Orly Airport, Paris
F-WTSB Toulouse, Airbus Factory

Air France Fleet:

F-BTSD Le Bourget Airport, Paris
F-BVFC Toulouse, Airbus Factory
F-BVFF CDG Charles de Gaulle Airport, Paris

F-BVFA IAD Udvar-Hazy Air & Space Museum Washington DC
F-BVFB Sinsheim, Auto Technik Museum nr Frankfurt, Germany*

F-BTSC Crashed at Paris

F-BVFD Scrapped, Remains at Le Bourget

*allows public to access interior
** being restored and reconstructed, with public access envisioned for 2006

I am unsure as to whether you can board the first six Air France Concordes on this list, though am pretty sure you can walk inside F-WTSS as photos show steps up to it in the museum. I have been on F-BVFB at Sinsheim, and having visited IAD I know there are no plans to allow access to F-BVFA at the Smithsonian in Washington DC.

In total, 20 airframes were built, of which four were prototypes, two were pre-production aircraft which never went into commercial service.

The remaining fourteen airframes were put into service with seven to British Airways, and seven to Air France.

Of the seven Air France fleet, one was broken up for scrap, and one crashed in Paris, with all lives lost, leaving five commercial fleet aircraft still in existence.

British Airways briefly offered services on Concorde in partnership with Braniff in the USA and Singapore Airlines to Singapore (the plane was painted in Singapore Airlines colours on one side).

No other airline ever flew Concorde, though several models and artist’s images of other airline’s colours on the iconic airframe exist. It was also painted in Pepsi colours for a promotion.

Boeing produced plans for an American SST which were shelved, the wooden model built to illustrate the airframe was destroyed in a fire.

All of this information is available on Gordon Roxburgh's www.concordesst.com, which I can highly recommend.

There is less information available centrally on the Russian TU-144 Konkordski.


You can access the British Airways Concorde commemorative site by clicking HERE scrolling down and selecting "concorde" from the site map.

Please do let me know of any of the information above is inaccurate.

There are a couple of museum items scattered around, one in Germany, others at both Monino and Zhukovsky airfields outside Moscow.

Although it entered a very limited "commercial" service it never really left the development stage due to issues with the engines, which needed to keep the afterburners going throughout supersonic flight. This ruined the range.

The last straw was the loss of the aircraft during display flying at the Paris Le Bourget Air Show in 1973. It is ironic that the two major losses to supersonic transport aircraft, one the Tu144 and the other Concorde, actually happened at two locations within sight of each other near Le Bourget (which the stricken Concorde was making for when it stalled).

And Tu-144 had Return to Flight after having been out of service for how many years? Why shouldn´t Concordes do likewise?

This site, Tu-144 SST, is about the best info I've found on the Soviet SST, and it has lots of good pictures too. The familiar look of the site is no accident; Gordon helped him with it.

You're a regular on the Concorde SST forum. I daresay you've found the answer there by now.

I still have a luggage tag from one of those flights. One side of the triangular plastic tag was marked with BA's "C" with the crown....and right now, I can't remember exactly, but I think the other side is "Fly Singapore Airline's Concorde" (???).

:confused: BA001 left at 10.30am from LHR every day*, I know because it flew right over my school every morning at 10.50am sharp. This flight arrived at JFK around 9.00-9.30am in time for morning meetings in NYC. Pushback was meant to be around 10.30am but it often wasn't airborne until 10.45am.

I'm not sure where you get your 12.15pm departure with 8am arrival at JFK. If BA001 left at 12.15pm, arriving at 8am with 5hrs time difference the flight would take 45mins :confused:


*Until summer 2003

You're not accounting for the occassional gale-force, east-to-west tail winds. Many Concorde passengers experienced them after much lounge and onboard champagne service.

Maybe he meant the BA004. For many years BA flew two roundtrips a day between LHR and JFK, with the BA001 being the morning flight westbound, the BA002 being the morning flight eastbound, and the BA003 and BA004 being later each way respectively. The BA004 left New York at 13:30 and was scheduled to arrive at LHR around 22:25 (note, the earlier post said the flight both left and arrived in New York, so he was clearly confused). The BA003 and BA004 were discontinued after the Paris accident, although the BA004 was flown at least twice during the final month of service due to aircraft repositioning during the North American farewell tour.

Why would he take BA004 if going to Chicago? ;) The post linked below clearly indicates leaving London for Chicago at midday (or thereabouts) and getting to Chicago by 10am.....which is impossible on Concorde.

http://www.flyertalk.com/forum/showp...1&postcount=54

Different bureaucratic environments. In Russia if there's a desire to do something like this you can assess the work required, find the money, do it, and fly. In the west it's all tied up with product support certificates, national aviation authorities, and 1,001 steps along the way. As Airbus (who had a pivotal part in the process as successors to Aerospatiale) didn't want to play ball because it wasn't profitable enough, that's it folks.

If you go to the Monino museum outside Moscow you will find a Tu144 sitting in the weeds, and also a Sukhoi T-4 which will look somewhat familiar. This was a long-range strike aircraft based on Tu144 principles designed to go at Mach 3.0 to attack and destroy US aircraft carriers.

I know. I was responding to the second paragraph, but I should have said BA003 (not that it would work for that itinerary either, of course). Hmmm.....I posted that at 9:59 pm on Friday. I had had a few beers by then and was probably a bit out of it.

Don't forget that NASA, and I think maybe Boeing, chipped in on the cost of getting that Tu-144 back in the air. That extra source of funding makes a difference too.

Yes it was pretty much govt. (military) subsidy which got the TU-144 back in business; there is simply no commercial reason to re-instate Concorde for commercial flights, though I would not be surprised if the French get one of theirs flying, if only in a flypast role.