CGI illustration of British Airways’ SPEEDBIRD 9 descending without power, surrounded by St. Elmo’s Fire. (Anynobody)
24 June 1982: British Airways Flight 9, a Boeing 747-236B, G-BDXH, City of Edinburgh, enroute from London, England, to Aukland, New Zealand, was cruising at 37,000 feet (11,278 meters) with 248 passengers and 15 crewmembers on board. The airliner was under the command of Captain Eric H. J. Moody, with Senior First Officer Roger Greaves and Senior Flight Engineer Barry Townley-Freeman on the flight deck. It operated with the call sign, “Speedbird 9.”
At 10:42 p.m., local time (13:42 UTC), approximately 110 miles (188 kilometers) south of Jakarta, Indonesia, the airliner’s number four engine began surging and then flamed out. A minute later engine number two also surged and flamed out. Then, simultaneously, engines one and three failed as well.
Mount Galunggung during a 1983 eruption. (R. Hadian, U.S. Geological Survey)
Volcanic dust from erupting Mount Gallanggung, a 7,113 foot (2,168 meters) stratovolcano located in West Java, 50 miles (80 kilometers) southeast of Bandung, had been ingested by the engines and melted inside the combustion chambers, cutting off the airflow and shutting each of them down. The 747 had a glide ratio of 15:1. The flight crew turned Speedbird 9 toward Jakarta while they went through emergency procedures.
Captain Eric Moody, British Airways (PA)
Captain Eric Moody made the following announcement to the passengers:
“Ladies and gentlemen, this is your captain speaking. We have a small problem. All four engines have stopped. We are doing our damnedest to get them going again. I trust you are not in too much distress.”
At 13,500 feet (4,115 meters), the flight crew was finally able to get one engine restarted and soon after, a second. Eventually all four engines were running and the 747 began to regain altitude. The Number Two engine again began to surge so the crew shut it down and the 747 remained at 12,000 feet (3,658 meters).
On approach to Jakarta, though good visibility was reported, the flight crew could barely see the airport lights. It was later determined that the windshield was completely sandblasted by the volcanic dust. Speedbird 9 safely landed with no injuries. Captain Moody later said, “The airplane seemed to kiss the earth and we were on the ground safely.”
G-BDXG was repaired and flown back to London, where it underwent further, more extensive repairs.
Captain Moody and Senior Cabin Services Officer Graham Skinner were awarded the Queen’s Commendation for Valuable Service in the Air. Guinness Book of Records lists Flight 9 as the longest glide of any aircraft not designed for gliding.
CENTRAL CHANCERY OF THE ORDERS OF KNIGHTHOOD ST. JAMES’S PALACE, LONDON S.W.I 11th June, 1983
The QUEEN has been graciously pleased, on the occasion of the Celebration of Her Majesty’s Birthday, to approve the award of The Queen’s Commendation for Valuable Service in the Air:
The Queen’s Commendation for Valuable Service in the Air
UNITED KINGDOM
Eric Henry John MOODY, Captain, British Airways.
Graham SKINNER, Cabin Services Officer, British Airways.
—Supplement to the London Gazette, Supplement 49375, Saturday, 11th June 1983, at Page B28
Volcanic ash accumulation on turbine stator vanes from one of Speedbird 9’s Rolls-Royce RB211 engines. (British Airways)
Eric Henry John Moody was born 7 June 1941 at New Forest, Hampshire, England. In January 1966, he married Miss Patricia J. Collard at Southhampton. They would have two children. Captain Moody served with British Airways for 32 years, retiring in 1996 with over 17,000 flight hours. He passed away in March 2024 at the age of 82 years.
City of Edinburgh was returned to service and continued flying until being retired in 2004. It was scrapped at Bournemouth Airport, Dorset, England, in 2009.
British Airways Boeing 747-236B City of Edinburgh, G-BDXG, circa 1981. (Flickr)
Boeing 314 NC18603, Yankee Clipper (Harris & Ewing)
24 June 1939: The Pan American Airways System began scheduled air service from the United States to Britain. The Boeing 314 Yankee Clipper, NC18603, made the first flight from Port Washington, New York, departing at 8:21 a.m. It made intermediate stops at Shediac, New Brunswick, and Botwood, Newfoundland, where fog delayed the flying boat until 12:49 p.m., 28 June. Continuing across the Atlantic, Yankee Clipper made another stop at Foynes, Ireland, and finally arrived at Southampton at 7:25 p.m. that evening.
The largest airplane of the time, the Pan American Clipper flying boat could carry 77 passengers in “one class” luxury, with a ticket priced at $675—that’s in 1939 dollars. ($12,389.82 in 2020) Uniformed waiters served five and six course meals on silver service. Seats could be folded down into beds.
The flight deck of a Boeing 314. At the left, standing, is the airliner’s navigator. Beyond him are the captain (left) and co-pilot. On the right side of the cabin are the radio operator and flight engineer. (Unattributed)
The Boeing Model 314 was a large four-engine, high-wing monoplane flying boat designed and built by the Boeing Airplane Company to take off and land on water. It had a crew of 10. The wings and engine nacelles had been designed for Boeing XB-15 heavy bomber. It was 106 feet (32.309 meters) long with a wingspan of 152 feet (46.330 meters). It had a maximum take off weight of 82,500 pounds (37,421 kilograms).
The Boeing 314 was powered by four air-cooled, supercharged, 2,603.737-cubic-inch-displacement (42.668 liter) Wright Aeronautical Division Cyclone 14 GR2600A2, two-row, 14-cylinder radial engines with a compression ratio of 7.1:1. They were rated at 1,200 horsepower at 2,100 r.p.m., and 1,550 horsepower at 2,400 r.p.m. for takeoff, burning 91/96 octane gasoline. These engines (also commonly called “Twin Cyclone”) drove three-bladed Hamilton Standard Hydromatic full-feathering constant-speed propellers with a diameter of 14 feet (4.267 meters) through a 16:9 gear reduction. The GR2600A2 was 5 feet, 2.06 inches (1.576 meters) long and 4 feet, 7 inches (1.387 meters) in diameter. It weighed 1,935 pounds (878 kilograms). The engines could be serviced in flight, with access through the wings.
Pan American Airways’ Boeing 314 NC18603, Yankee Clipper.
The Boeing 314 had a maximum speed of 199 miles per hour (320 kilometers per hour), with a range of 3,685 miles (5,930 kilometers) at its normal cruising speed of 183 miles per hour (295 kilometers per hour). Its service ceiling was 13,400 feet (4,084 meters). The fuel capacity was 4,246 gallons (16,073 liters).
Boeing built six Model 314 and another six 314A flying boats for Pan American Airways and British Overseas Airways Corporation.
Yankee Clipper was destroyed 22 February 1943 at Lisbon, Portugal. A wing hit the water on landing. 24 of the 39 persons aboard were killed.
This illustration shows the interior arrangement of the Boeing 314. It was published in LIFE Magazine, circa 1937. (Boeing)
Captain Emily Warner and First Officer Barbara Cook in the cockpit of Frontier Airlines’ Boeing 737, Flight 244, 16 June 1984. (Frontier News, Summer 2012, #48)
16 June 1984: Frontier Airlines Flight 244, a Boeing 737, flies from Stapleton Airport, Denver, Colorado (DEN) to Lexington, Kentucky (LEX). In the cockpit were Captain Emily H. Warner and First Officer Barbara Cook. The cabin crew for the flight were Tim Griffin, Mark Becker and Ashley McQueen.
The Chicago Tribune reported:
Women pilot flight into airline history
DENVER—Frontier Airlines teamed the first woman pilot hired by a major airline with a woman copilot Saturday for a flight from Denver to Lexington, Ky., in what one official said was the first all-female crew in commercial airline history. A spokesman for Denver-based Frontier official said the airline did nothing special to bring Capt. Emily Warner of Denver together with First Officer Barbara Cook of Denver. “That’s just the way the rotation came up,” he said. Warner, who became the first woman hired by a major airline when she joined Frontier in 1973, said of the flight: “I feel good about it. I figured I’d be flying with a gal one of these days.”
—Chicago Tribune, Vol. 130, No. 109, Sunday 17 June 1984, Section 1, Page 17 at Column 1
[Note: First Officer Turi Widerøe made her first flight as a commercial airline pilot for the Scandinavian Airlines System (SAS), 30 April 1969. —TDiA]
A Frontier Airlines Boeing 737-200, N7382F, circa 1984. This is the same type airliner flown by Captain Warner and First Officer Cook, 16 June 1984. (Eduard Marmet)
Emily Hanrahan Howell Warner was hired by Frontier Airlines as a second officer in 1973, and is considered to be the first woman to be hired as a pilot for a U.S. commercial airline. After her first revenue flight, she received a bouquet of red, white and blue flowers from Captain Turi Widerøe of Scandanavian Airlines System (SAS), who was the world’s first woman airline captain. In 1976, Emily Warner was promoted to captain, the first woman to hold that rank with an American airline.
Emily Joyce Howell Warner died 3 July 2020 at Littleton, Colorado. her uniform is in the collection of the Smithsonian Institution National Air and Space Museum.
The Boeing 737-200 series was a short- to medium-range, narrow body, twin-engine civil transports. The -200 first flew 8 August 1967. It had a flight crew of two and could carry a maximum of 136 passengers.
The 737-200 is 100 feet, 2 inches (30.531 meters) long with a wingspan of 93 feet, 0 inches (28.346 meters) and overall height of 36 feet, 10 inches (11.227 meters). Flight 243’s actual takeoff weight was 93,133 pounds (42,224 kilograms). (Its maximum certificated takeoff weight was 100,000 pounds (45,359 kilograms).
The airliner was powered by two Pratt & Whitney JT8D-9A low-bypass turbofan engines producing 14,500 pounds of thrust, each. The 737-200 had a cruise speed of 0.74 Mach (489 miles per hour, 787 kilometers per hour) and a maximum speed of 0.82 Mach (542 miles per hour/872 kilometers per hour). The service ceiling was 35,000 feet (10,668 meters).
1,010 Boeing 737–200s were built. The last one in service with an American airline was retired 21 March 2008.
UPDATE: On 30 December 1977, Captain Emilie Jones and First Officer Lynn Ripplemeyer of Air Illinois, a commuter airline based at Carbondale, Illinois, flew a de Havilland Canada DHC-6 Twin Otter on six scheduled flights. In September 1983, Captain Ripplemeyer and First Officer Beverly Himelfarb of People Express Airlines flew a Boeing 737 from Newark, New Jersey, to Syracuse, New York. In 1984, Captain Ripplemeyer was the first woman to command a Boeing 747 on a transoceanic route.
UPDATE 2: On 10 July 1982, Captain Cheryl Faye Peters and First Officer Rebecca Rose Schroeder of Piedmont Airlines, flew a scheduled flight aboard a Boeing 737. The cabin crew were Paula Lanier, Dolly Wenat and Cindy Perry.
First Office Lynn Ripplemeyer and Captain Emilie Jones, Air Illinois.Air Illinois de Havilland Canada DHC-6 Twin Otter
Captain Gordon Percy Olley, M.M., with Imperial Airways’ Handley Page W.8b G-EBBI, R.M.A. Prince Henry, circa 1926. (Unattributed)
15 June 1928: Imperial Airways’ Captain Gordon P. Olley flew an Armstrong Whitworth A.W.154 Argosy Mk.I, G-EBLF, City of Glasgow, with 18 passengers aboard, from Croydon to Edinburgh Turnhouse in a race with the London and North Eastern Railways’ famed Class A-1 Flying Scotsman. The apple green steam-powered 4–6–2 Pacific-type locomotive pulled the world’s fastest passenger train in express service from London, England, to Glasgow, Scotland.
Imperial Airways’ Armstrong Whitworth Argosy Mk.I G-EBLF, City of Glasgow. (Unattributed)
Flight reported:
Trainv. Aeroplane
A novel “stunt” was carried out on June 15 when a simultaneous journey was made from London to Edinburgh by train and aeroplane—the “Flying Scotsman” and the Imperial Airways Armstrong-Whitworth air liner “City of Glasgow” respectively. After breakfast at the Savoy Hotel, the two parties of travellers proceeded to their respective points of departure—King’s Cross and Croydon. Train and aeroplane both departed at the same time, 10 a.m., the “City of Glasgow” being piloted by Capt. G. P. Olley, who was accompanied by Mr. J. Birkett, aged 79, a retired L.N.E.R. engine driver, Air Vice-Marshal Sir Vyell Vyvyan and Maj. Brackley. Capt. G. P. Jones, Imperial Airways pilot, was a passenger on the train! The “City of Glasgow” flew via the East Coast, and made stops at Bircham, Newton, and Cramlington; it arrived at Turnhouse Aerodrome, Edinburgh, 15 minutes before the “Flying Scotsman” reached Waverley Station.
—FLIGHT The Aircraft Engineer & Airships, No. 1017. (No. 25 Vol. XX.), 21 June 1928, at Page 464, Column 2
Gordon Olley’s pilot license, issued 16 September 1919. (Air Ministry)
Gordon Percy Olley had been an aircraft mechanic during World War I, then became an observer. He was next trained as a fighter pilot flying Nieuport 17 and 27 fighters and is credited with 10 aerial victories between 1 June and 14 October 1917. He was awarded the Military Medal for bravery, and commissioned as a second lieutenant in the Royal Flying Corps. After the War he became a civil aviator. Olley was the first pilot to have logged more than 1,000,000 air miles (1,609,344 kilometers).
Armstrong Whitworth A.W.154 Argosy Mk.I G-EBLF, City of Glasgow. (Unattributed)
City of Glasgow was the first of three Argosy Mk.I airliners built by Sir W. G. Armstrong Whitworth Aircraft Limited for Imperial Airways. It made its first flight 16 May 1925. A three-engine, three-bay biplane, it was 65 feet (19.812 meters) long and had a wingspan of 90 feet, 7½ inches (27.623 meters). The total wing area was 1,886 square feet (175.2 square meters). Its maximum takeoff weight was 19,200 pounds (8,709 kilograms). The Argosy was described as an “exceptionally comfortable airplane to fly in. . .”
The Argosy Mk.I was powered by three air-cooled, Normally-aspirated 1,511.89-cubic-inch-displacement (24.775 liter) Armstrong Siddeley Jaguar Series IIIA two-row 14-cylinder radial engines, rated at 385 horsepower at 1,700 r.p.m., and 425 horsepower at 1,900 r.p.m. The direct-drive engines turned two-bladed propellers.
The Argosy had a cruising speed of 90–95 miles per hour (145–153 kilometers per hour) and maximum speed of 110 miles per hour (177 kilometers per hour). Its maximum range was 400 miles (644 kilometers).
Three-view drawing of Armstrong Whitworth Argosy Mk.I (NACA)
During the airliner-vs.-passenger train race, the Argosy made three refueling stops which required a total of 1 hour, 24 minutes. Captain Olley and his airliner completed the 390-mile (627.6 kilometer) journey approximately 15 minutes faster than the train.
City of Glasgow was later upgraded to the Argosy Mk.II standard, which used the Jaguar Mk.IVA gear-reduction engines, rated at 420 horsepower. G-EBLF was withdrawn from use at Croydon, December 1934.
Imperial Airways’ Armstrong Whitworth A.W.154 Argosy Mk.1, G-EBLF, City of Glasgow. (Unattributed)
The Flying Scotsman is a Standard Gauge 4-6-2 Pacific steam-powered railway locomotive produced by the Doncaster Works, Great Northern Railway’s “Plant” at Doncaster, South Yorkshire, England. It was built in 1923 as a Class A-1 locomotive for the London and North Eastern Railway. In January 1947, it was rebuilt to the Class A-3 configuration. It was later renumbered 502, 103 and 60103. Flying Scotsman set two world records for steam locomotives, for speed and distance.
The locomotive with its tender is 70 feet, 5-1/8 inches (21.463 meters) long, 13 feet, 1 inch (3.988 meters) high and weighs 156 tons, 12 centals (350,640 pounds, or 159,048 kilograms). The six driving wheels each have a diameter of 6 feet, 8 inches (2.032 meters). At 85% of maximum boiler pressure (225 p.s.i., 15.17 Bar), the locomotive produces 32,909 pounds of tractive effort. Flying Scotsman was the first locomotive officially certified to have a speed of 100 miles per hour (161 kilometers per hour).
London and North Eastern Railway’s rebuilt Class A-3 Gresley 4-6-2 Pacific locomotive No. 4472, Flying Scotsman, at Swayfield Lodge on the Down Slow line with the 09:30 London Kings Cross-to-York charter, Sunday, 27 February 1983. (David Ingham)
The locomotive was originally assigned Great Northern Railway number 1472, before being taken over by LNER prior to completion. In 1924, it was given number 4472 and named Flying Scotsman. It was one of five Pacific-type express passenger locomotives designed by Sir Nigel Gresley that were used to pull the London-to-Edinburgh Flying Scotsman passenger train, beginning in 1928. The journey by rail was 392 miles (631 kilometers) and the train was able to complete this non-stop by carrying 9 tons (8.2 metric tons) of coal in a tender and replenishing the water supply with a system of troughs located between the rails.
Flying Scotsman was retired in 1963 after driving 2,076,000 miles (3,340,998 kilometers). The locomotive has been restored and is owned by the National Railway Museum. It was overhauled and began testing in January 2016.
L.N.E.R. 4-6-2 Three Cylinder Express Passenger Locomotive, the Flying Scotsman. at the National Railway Museum.
Boeing test pilots John E. Cashman and Kenny Higgins with WA001 at Paine Field. (Boeing)
12 June 1994: At 11:45 a.m., Boeing test pilots John E. Cashman and Kenny Higgins took the first Boeing 777-200 airliner, line number WA001, FAA registration N7771, on its first flight. Before taking off from Paine Field, Boeing’s president, Phil Condit, told Cashman, “Good luck, John. And no rolls!”, referring to the famous incident when Alvin M. “Tex” Johnston rolled the Model 367–80 prototype of the 707 airliner over Lake Washington, 6 August 1955.
The 777’s first test flight lasted 3 hours, 48 minutes. This was the longest first flight of any of Boeing’s airliners. It reached a maximum altitude of 19,000 feet (5,791 meters) and accomplished all tests on the flight plan, including shutting down and restarting an engine in flight.
Boeing 777-200 N7771, line number WA001, on its first flight, 12 June 1994. The chase plane is a Northrop T-38A Talon. (AP)
The Boeing 777-200 is operated by two pilots and, depending on its configuration can carry 314 to 440 passengers. It is 209 feet, 1 inch (63.729 meters) long with a wingspan of 199 feet, 11 inches (60.935 meters) and overall height of 60 feet, 9 inches (18.517 meters). The fuselage has a diameter of 20 feet, 4 inches (6.198 meters). The airliner has an empty weight of 297,300 pounds (134,853 kilograms) and maximum takeoff weight of 545,000 pounds (247,208 kilograms).
WA001 was originally powered by two Pratt & Whitney PW4074 two-spool high-bypass-ratio turbofan engines which produce 77,000 pounds of thrust, each. Production airliners were equipped with PW4077 engines with the same thrust. General Electric and Rolls-Royce turbofans could also be ordered.
Boeing 777s have a cruise speed of 0.84 Mach (560 miles per hour, 901 kilometers per hour) and maximum speed of 0.89 Mach (590 miles per hour, 950 kilometers per hour). The service ceiling is 43,100 feet (13,137 meters). The 777-200 has a maximum range of 6,027 miles (9,700 kilometers) with maximum payload aboard.
Boeing 777 WA001, N7771. (Boeing)
The 777 series was the most comprehensively tested airplane in history. Nine aircraft were used in the test program. WA001 was in testing until April 1997, by which time it had accumulated 1,729 flight hours and another 1,033 hours of ground testing.
Purchased by Cathay Pacific, the first “Triple Seven” was completely refurbished and equipped for passenger service, configured as a 777-267. The engines were replaced by two Rolls-Royce RB211 Trent 884B-17 high-bypass turbofan engines. These engines are rated at 85,430 pounds of thrust for takeoff (5 minutes limit). Because of their lighter weight, the empty weight of the airliner was reduced approximately 7,500 pounds (3,400 kilograms). The airliner was rolled out of the factory for the second time 31 October 2000, and was delivered to the Cathay Pacific on 6 December, registered B-HNL. WA001 was retired 1 June 2018 and placed in storage at Xiamen Gaoqi International Airport (XMN), Xiamen, Fujian Province, People’s Republic of China. The first Triple-Seven is currently on display at the Pima Air and Space Museum, Tucson, Arizona.
Cathay Pacific’s Boeing 777-267, B-HNL, landing at Bankok, Thailand, 1 January 2014. (Teerawut Wongdee)
The 777 was produced in the 777-200 configuration, followed the 777-200ER (“extended range”) and 777-200LR (“longer range”) variants, a longer 777-300ER and a 777F freighter. A tanker version has been proposed. Eighty-eight 777-200 airliners were built before production halted in favor of the -200ER and -200LR models.
As of April 2023, 1,706 Boeing 777s of all models have been delivered. At that time, there were 6 777-300ER, 77 777F freighters, and 353 777Xs on order.
