24 October 2003: At 4:05 p.m. BST, the final commercial flight of the British Airways Concorde came to an end with the landing of G-BOAG at London Heathrow Airport. It landed third in sequence with G-BOAE and G-BOAF after all three made a low pass over London.
G-BOAG had flown from New York under the command of Captain Mike Bannister, with First Officer Jonathan Napier and Engineer Officer David Hoyle. There were 100 celebrity passengers on board.
“Alpha Golf,” British Aerospace serial number 100-214, was the final Concorde built in Britain, and, at its retirement, was the lowest-time Concorde in British Airway’s fleet. It first flew at Filton, 21 April 1978, registered G-BFKW. It was delivered to British Airways 6 February 1980. In 1981, 100-214 was re-registered as G-BOAG. During the early 1980s, it was grounded and used as a source for parts for the other Concordes, but returned to airworthy status in 1985.
After a series of farewell flights, G-BOAG was retired to The Museum of Flight, Seattle, Washington. It had flown 16,239 hours, made 5,066 takeoffs and landings and had gone supersonic 5,633 times.
On 21 August 1961, a Douglas DC-8-43, N9604Z, c/n 45623, Line Number 130, flown by Chief Test Pilot William Marshall Magruder, Paul Patten, Joseph Tomich and Richard H. Edwards climbed to 50,090 feet (15,267 meters) near Edwards Air Force Base. Placing the DC-8 into a dive, it reached Mach 1.012 (668 miles per hour/1,075 kilometers per hour) while descending through 41,088 feet (12,524 meters). The airliner maintained this supersonic speed for 16 seconds. This was the first time that a civil airliner had “broken the Sound Barrier.”
An Air Force F-100 Super Sabre and F-104 Starfighter were chase planes for this flight. Reportedly, the F-104 was flown by the legendary test pilot, Colonel Chuck Yeager.
The Douglas DC-8 is a commercial jet airliner, a contemporary of the Boeing 707 and Convair 880. It was operated by a flight crew of three and could carry up to 177 passengers. The DC-8 was powered by four turbojet or turbofan engines mounted on pylons suspended below the wings. The wings’ leading edges were swept to 30°, as was the vertical fin and horizontal tailplane.
The DC-8-40 series is 150 feet, 6 inches (45.872 meters) long with a wingspan of 142 feet, 5 inches (43.409 meters) and overall height of 42 feet, 4 inches (12.903 meters). It had an empty weight of 124,790 pounds (56,604 kilograms) and maximum takeoff weight of 315,000 pounds (142,882 kilograms).
The DC-8-40 series had a cruising speed of 0.82 Mach (542 miles per hour/872 kilometers per hour) at 35,000 feet (10,668 meters). Its maximum range was 5,905 nautical miles (6,795 statute miles, 10,936 kilometers).
N9604Z was powered by four Rolls-Royce Conway RCo.12 Mk 509 two-shaft axial-flow turbofan engines, rated at 17,500 pounds of thrust (77.844 kilonewtons) at 9,990 r.p.m. The 509 is 11 feet, 3.9 inches (3.452 meters) long, 3 feet, 6.2 inches (1.072 meters) in diameter, and weighs 4,542 pounds (2,060 kilograms).
N9604Z was delivered to Canadian Pacific Airlines 15 November 1961, re-registered CF-CPG, and named Empress of Montreal. It later flew under CP Air as Empress of Buenos Aires. The DC-8 was scrapped at Opa Locka Municipal Airport, north of Miami, Florida, in May 1981.
3 June 1973: While maneuvering at low altitude at the Paris Air Show, the first production Tupolev Tu-144S, CCCP-77102, Aeroflot’s new Mach 2+ supersonic airliner, broke apart in midair and crashed into a residential area. All six crew members and eight people on the ground died. Another 25 were injured.
The Tu-144 was built by Tupolev OKB at the Voronezh Aviation Plant (VASO), Pridacha Airport, Voronezh. It was a large delta-winged aircraft with a “droop” nose for improved low speed cockpit visibility and retractable canards mounted high on the fuselage behind the cockpit. It was flown by a crew of 3 and was designed to carry up to 140 passengers.
The airliner was 65.50 meters (214.895 feet) long, with a wingspan of 28.80 meters (94.488 feet). The tip of the vertical fin was 10.50 meters (34.449 feet) high. Empty weight was 85,000 kilograms (187,393 pounds) and the maximum takeoff weight was 180,000 kilograms (396,832 pounds).
The Tu-144S was powered by four Kuznetsov NK-144F afterburning turbofan engines, producing 45,000 pounds of thrust, each.
The airliner’s cruise speed was Mach 1.88 (2,000 kilometers per hour/1,243 miles per hour) with a maximum speed of Mach 2.15 (2,285 kilometers per hour/1,420 miles per hour). The service ceiling was 20,000 meters (65,617 feet).
The cause of the accident is not known, other than the obvious structural failure, but there is speculation that the Tu-144 was trying to avoid another airplane. You Tube has several video clips of the accident. This one, beginning at 1:10, has the best visuals of the inflight break up:
2 March 1969: At Aéroport de Toulouse – Blagnac, Toulouse, France, the first supersonic airliner prototype, Aérospatiale-BAC Concorde Aircraft 001, registration F-WTSS, made its first flight. On the flight deck were Major André Edouard Turcat, Henri Perrier, Michel Retif and Jacques Guinard. The flight lasted 29 minutes.
During its testing, 001 flew a total of 812 hours, 19 minutes, including 254 hours 49 minutes supersonic.
Aircraft 001 is 51.80 meters (169 feet, 11.5 inches) long, with a wingspan of 23.80 meters (78 feet, 1 inch). It is powered by four Rolls-Royce/SNECMA Olympus 593 turbojet engines. Today, this airplane is displayed at the Musée de l’Air et de l’Espace, Aéroport de Paris – Le Bourget.