Mach 2 magazine The first and the fastest Major anniversaries: Vickers Vimy and Concorde

Eclipse-watching in style Three chase a solar eclipse

Foxie’s Filton Flyers A tour of the Concordes in the USA

Issue 23 August 2019 Mach 2 August 2019 Introduction

This year of stand-out anniversaries in aviation contin- ues. June this year saw the centenary of the first non- stop by an aeroplane. We begin Mach 2 with a feature from , the site where the epoch-making Vickers Vimy was built and, 50 years, later one of the manufacturing sites for Concorde, remembering “the first and the fastest”.

Less well known is the date of 11 August 1999, when a total solar eclipse occurred across Europe. Three Concorde followed the umbra – two from Brit- ish Airways and one from Air . To commemorate the 20th anniversary of this event, we feature views from all three of those flights.

There have been further 50th anniversary celebrations for Concorde. The enthusiasts’ group Foxie’s Filton Fly- ers made a transatlantic journey of their own to visit the Concordes in the USA. Paul Evans, leader of the group, has given a full and fascinating report of this trip. We end this issue with a review of a new Con- corde book, brought out to commemorate the anni- versary, but from a surprising viewpoint.

In this issue

2 Introduction 12 The French experience Katie John 3 Feature: The first and the fastest 13 Celebrating Concorde Stateside 3 Transatlantic milestones Paul Evans Alex Patterson 18 Review: A fresh view of an icon 4 A jet-age record: 1969 Andrew Lewis Katie John 6 Feature: the 1999 solar eclipse Editor: Katie John 6 The pilot’s view Roger Mills Contributing editor: Nigel Ferris 11 Champagne in the shadow of the Cover: Concorde F-BVFA at the Steven F. Udvar- Hazy Center, Smithsonian National Air and Space Moon Colin Mitchell Museum, USA. Photo: Paul Evans

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The First and the Fastest This year has seen some of the most momentous anniversaries in the history of aerospace, including the 50th anniversary of the first landing on the Moon. Here, we revisit two globally significant achievements in British aviation: the centenary of the first non-stop , in 1919, and the 50th anni- versary of the fastest ever to cross the Atlantic – Concorde. Transatlantic milestones Alex Patterson, Director of Collections, Interpretation & Heritage,

The pioneers he way we travel today can Captain Sir John Alcock (left) and Tsometimes be taken for granted Lieutenant-Colonel Sir Arthur Whit- – or at least how we have become ten Brown (right), pilot and navigator, able to go greater distances much respectively, for the crossing. faster. It is second nature for us Photo: Brooklands Museum today to go online and find the best travel deal – be it by rail, ferry or by both these milestones lay the talent air – and expect to get to our chosen of people – Brooklands people – destination with relative ease. We who not only dreamed the impossi- can often forget the ground-break- ble but went out to make it a reality. ing work, dedication, and vision of This spirit and sense of adventure those individuals who have made have been told in a number of ways this possible. However, sometimes throughout 2019 at Brooklands there are opportunities to pause Museum, including a new exhibition and reflect on just how far and fast – The First to the Fastest – opened technology has developed, especially in April 2019. when looking at flight. Atlantic crossing, 1919 made to engines. Two years later We are fortunate at Brooklands Mu- At a time when aviation was in its in 1913, the gauntlet was laid for a seum to be the home of some of the infancy, at the beginning of the 20th Great Air Race across the Atlantic most significant aviation achieve- century, Brooklands quickly became Ocean from North America to the ments in the world, without which established as one of the first aero- UK. The outbreak of the First World the way we travel today could have dromes in the country. Test flights War in 1914 led to the competition been very different. by the likes of A.V. Roe and Tommy being suspended, and it was only The year 2019 marks two major Sopwith led to flying schools being reopened in 1918 after the Armi- milestones in aviation history which set up by Hilda Hewlett, the first stice had been signed. we have been celebrating at Brook- woman to gain a pilot’s licence, in John Alcock and Arthur Whit- lands Museum – the centenary of 1911, as well as Vickers who sought ten Brown had both flown dur- the first successful non-stop crossing to train new pilots. ing the First World War, with the of the Atlantic in a Vickers-Arm- Challenges were issued by former a pilot who learnt to fly at strong Vimy bi-plane and the 50th Lord Northcliffe, owner of the Brooklands. After the war had end- anniversary of Concorde’s maiden Daily Mail newspaper, to push the ed, Alcock – who had learnt to fly at test flights. These two anniversaries boundaries of flight. In 1911 the Brooklands and was an apprentice at have provided us an opportunity Daily Mail Circuit of Great Britain Vickers-Armstrong – was keen for to reflect on these achievements, Air Race challenged aviators to fly his employers to enter the Great Air exploring how, in the space of 50 round Britain, starting and end- Race. After much posturing, a deci- years, the first non-stop crossing of ing at Brooklands, with the winner sion was made to enter the race and the Atlantic in 1919 led to the fast- receiving £10,000 prize money. All work was carried out at Brooklands est aircraft to be designed to do the the time, aircraft designs were being to modify one of their Vimy bomb- same route by 1969. At the heart of modified, with improvements being ers for the daring flight.

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Under construction The journey begins The Vickers Vimy in the process of being assembled in the Alcock and Brown take off from Newfoundland on 14 June original Vickers erecting shop. 1919, to begin their 16-hour journey across the ocean. Photo: Brooklands Museum Photo: Brooklands Museum

The Vickers-Armstrong team contact and have issues with engines and Brown’s achievement, alongside made their way across to St John’s icing up, ended up with them land- the team at Vickers-Armstrong that in Newfoundland – the designated ing on the west coast of 16 got the Vimy airworthy, laid the start of the Air Race – by April 1919 hours later as national heroes. foundations for future transatlantic to join three other competing teams. This flight was significant for a crossings and more importantly the After months of waiting for the number of reasons, most of all be- advancement of aircraft technology. right weather, Alcock and Brown cause it quietened high-profile crit- Within five decades it was possible took their chance on 14 June. A ics who thought a non-stop journey to cross the Atlantic in less than treacherous journey, which saw them across the Atlantic in an aircraft was seven hours, with the aim to achieve almost crash twice, lose all radio crazy and doomed to fail. Alcock an even faster crossing.

A jet-age record: 1969 Andrew Lewis, Collections and Exhibitions Manager at Brooklands Museum, recalls another record-breaking transatlantic flight – this time by a British Harrier jump jet, from the centre of Lon- don to the centre of New York, in just over 6 hours. To commemorate the 50th anniversary Harrier, which was just entering service with the Royal Air of Alcock and Brown’s conquest of the Force. The fastest time from London to New York was set Atlantic, the Daily Mail launched another by Squadron Leader Tom Lecky-Thompson in a Harrier; competition, The Transatlantic Air Race. he took off from a coal yard outside St Pancras station This was to be flown between London and landed on a pier on the Hudson river, taking just 6 and New York or vice versa, with total hours and 11 minutes in total. prize money of £60,000 (worth about £970,000 today). As transatlantic flight was now com- monplace, the race was designed to put the fun back into flying, with entrants including Tina the PG Tips chimpanzee, hot air balloonists and roller-skaters. It also drew entries from the military, who were keen to show off their new technol- ogy – particularly the Hawker Siddeley A spectacular start Tom Lecky-Thompson and the Hawker Siddeley Harrier GR.1, XV741, lift off from St Pancras Station to begin their record-breaking flight to New York. Photo: Brooklands Museum

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Concorde – the fastest Dawn of the on Earth supersonic era War has always had an impact on Concorde 002 technological advances in all areas of (G-BSST), the our lives. The giant leaps that were British prototype, made during the Second World War makes her first flight from Filton (1939–1945) paved the way for a to Fairford, on 2 golden age of aviation, and Brook- April 1969. lands was centre stage. This period Photo: BAE Sys- saw a rapid development in aviation tems (courtesy technology, driven at Brooklands by of Brooklands people such as Sir George Edwards. Museum) From pressurised cabins allowing flight at higher altitude to the first – one in France and the other in of her life in service, on 8 October turboprop aircraft, the advancement Britain. On 2 March, at an airfield 2003, this same aircraft set the speed of aviation technology at Brooklands in Toulouse, Concorde 001 took off record for an East–West crossing, was helping to shape the way we for the first time, piloted by André flying from London to Boston in travelled and where we were going. Turcat, for a short flight. On the 9 just 3 hours 5 minutes 34 seconds. George Edwards balanced his April 1969 Brian Trubshaw carried Thus Concorde has become an icon vision of technically superior aircraft out the first British test flight at for an age when the boundaries of with the needs of the operator and RAF Filton. Both flights were a suc- aviation were being pushed. the end user. This was best demon- cess, and on 1 October 1969 the first strated with the Concorde project, supersonic trials were carried out. 2019: a year of celebration which he inherited with the forma- The first transatlantic Concorde As I remarked in my opening tion of the British Aircraft Corpora- flight was made by the French paragraph, it is important to reflect tion (BAC) in 1960. The eventual prototype 001, F-WTSS, in Sep- on success and think how individu- partnership with the French manu- tember 1971. Two years later, the als, working together, can achieve facturer Aérospatiale led to one French pre-production aircraft 02, great things. We have certainly of the most significant and iconic F-WTSA, would be the first Con- been doing this at Brooklands this aircrafts to be designed and success- corde to carry passengers across the year. Our new “First to the Fastest” fully flown – Concorde. This, again, Atlantic. and Air exhibition highlights the daring was developed in the face of much France finally inaugurated scheduled stories of endeavour against the criticism and doubt over whether Concorde services simultaneously technological achievements made at supersonic flight could be achieved. on 21 January 1976. While it would Brooklands. Through the stories told Yet in the face of adversity, those be more than seven years from that in this exhibition we hope all our dedicated individuals at Brooklands very first flight to Concorde carrying visitors will come away inspired by and partner sites pushed forward to passengers commercially across the the feats of John Alcock and Arthur prove it could be achieved. Atlantic in less than three and a half Whitten-Brown and amazed at the The real test for Concorde was hours, Concorde went on to reach leap in technology – from the Vimy in 1969, fifty years after Alcock and speeds that will remain unbeaten to Concorde in fifty years – much of Brown’s crossing. The maiden test for the foreseeable future. On the which happened here at Brooklands. flight was hugely anticipated and transatlantic route, British Air- was filmed by a variety of news out- ways Concorde G-BOAD set the For further information on these lets and broadcast around the world. record for the fastest ever crossing epic flights, visit the Brooklands There were to be two test-flights on 7 February 1996, flying from Museum web page on the “First to New York to London in 2 hours 52 the Fastest” exhibition: minutes 59 seconds. Even at the end https://www.brooklandsmuseum. com/explore/exhibition-areas/first- From Vimy to Concorde to-the-fastest 1977: the crew for the inaugural BA To find out about visiting the Concorde service to New York pose with a statue of Alcock and Brown. Brooklands Concorde, G-BBDG, Left to right: Captain Tony Meadows; see the Concorde section on the Captain Brian Walpole; Captain Leo museum’s site: Budd; SEO George Floyd. https://www.brooklandsmuseum. Photo: British Airways com/concorde

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The 1999 Solar Eclipse Exactly 20 years ago, on 11 August 1999, a total solar eclipse occurred. The path of totality moved across Europe. Three Concordes flew to meet it – two from British Airways and one from Air France. In this feature we hear from some of the people involved in these extraordinary supersonic flights. The pilot’s view Captain Roger Mills commanded G-BOAC, one of the two British Concordes char- tered for the eclipse flight. He recalls the experience of planning the double flight to rendezvous with the speeding shadow of the Moon.

n the 11th of August 1999, our aircraft be able to observe the close proximity to each other to Oa total eclipse of the sun was eclipse from the normal passenger discuss. British Aerospace delved due to take place. It would be visible windows on the starboard side? into the issues concerning the shock over Europe across a narrow track On the 1973 flight there had only wave; drawing conclusions from passing over south-west England, been seven scientists and the crew previous experience with both Con- northern France, southern Belgium on board, but our proposed flights corde and military aircraft, they felt and Germany, Austria, Hungary, would be carrying 100 passengers that if a 4000ft vertical separation north-east Yugoslavia, southern each. For everyone to see the eclipse, was maintained there would only be Romania, the extreme north of equipped with suitable solar viewing momentary interference during the Bulgaria, the Black Sea and Turkey. glasses, it would be necessary for the acceleration phase if both aircraft The greatest period of totality would passengers, seated four abreast, to accelerated together. be in Romania, and totality would change seats in flight, so that they take place in two European capitals: would be seated at the starboard Planning the route Luxembourg and Bucharest. In Brit- window during the time of totality. By this stage I had been asked by ain the track of totality would cross With an estimated possible eight Captain Mike Bannister, Flight the Scilly Isles, Cornwall, Devon minutes of totality, this was felt to Manager Concorde, who would and the island of Alderney. be feasible. be flying one of the BA aircraft, if On the 1973 exercise there had I would fly the other. I, of course, A double flight only been one Concorde in the air. readily agreed. I linked up with Lucy Goodwood Travel, a regular char- This time, though, the plan was Pesaro of Navigation Services who terer of Concorde, put forward a for British Airways to fly two; Air was working on the flight planning proposal to fly two Concordes into France also decided to fly one of side of things. As the whole opera- the mid-Atlantic then to return theirs. So we now had the tactical tion was time critical and involved along the track of totality, giving problem and the effect of shock two Concordes operating on the their passengers an extended view of waves on two Concordes flying in same inbound track to the UK in the eclipse. Sounds simple, doesn’t The path of it? However before proceeding there totality were many questions to be answered. The shadow We drew on the experience of of the eclipse people from British Aerospace at passed across Filton to answer some of these ques- the centre of Europe, from the tions. Concorde 001, commanded by south-western tip André Turcat, had chased an eclipse of the UK to the from Las Palmas to Fort Lamy (now Black Sea. Ndjamena), Chad, on the 30th June Map by Fred 1973. For that exercise 001 had been Espenak / NASA/ fitted with special observing equip- Goddard Space Flight Center ment and five windows in the top of the fuselage. Would passengers on

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Shanwick’s [Shannon/Prestwick’s] Flight Chocks Off Optimum take-off Last take-off oceanic airspace, it was necessary for us to visit Shanwick Control at 99S 0715 0800 0820 Prestwick to discuss the logistical problems. My input was needed as 91N 0735 0802 0820 to what was possible and what was not. In the event our meeting went All times are UTC. well and Lucy and I came away with If take-off were to be delayed beyond 0820, the flight(s) would a GO situation. have to be cancelled. Lucy did all of the calculations and produced the final plan. Because of the logistics in departing two addition to stowing all their goods passengers was terrific as they all Concordes a strict plan had to be or- and chattels and making themselves thoroughly enjoyed the experience. ganised as detailed in the box shown comfortable, it would be preferable Interestingly, sitting on the port side on the right. to have a seat change practice before of the aircraft and unable to leave So with the planning all com- departure and brief them on using my seat, I was the only person on plete, wheels were put into motion the viewing glasses. board not to witness the event! for the actual flights. Goodwood Having completed all of our After the excitement of the Travel did all the marketing in their paperwork, we proceeded to the eclipse the remaining passengers impeccable way and provided the aeroplane to complete our checks visited the flight deck as we returned passengers, with British Airways prior to departure. Both of the to Heathrow. A truly memorable ex- organising the aeroplanes and crew. aeroplanes had been refuelled to the perience for everyone that took part same amount, so that our weights – and yes, the passengers got to take The day of the eclipse would be similar and therefore our all the photographs they wanted of The day dawned, and I reported to climb performance compatible. The the Concorde after landing. the British Airways Flight Crew passengers arrived on time and were My old school motto was “Sem- Briefing at Heathrow to complete all quickly ushered aboard. We started per Altiora Speramus”, which if my the necessary planning and paper- up G-BOAC and taxied out for de- memory serves me correct, translates work. My crew for the flight were parture, making our take-off within to “Always strive for higher and Co-pilot SFO Rick Reynolds and the time constraints – a sporty better things”. By flying Concorde I Flight Engineer SEO Ian Radford. take-off, as we were lighter than believe I fulfilled that edict. We were allocated G-BOAC. our normal transatlantic weight. In the meantime the passengers Once safely en route, the passengers were checking in with Goodwood were given champagne and visits to Travel at the Sheraton Skyline the flight deck commenced. It was Hotel, where they were to enjoy a imperative that during the actual champagne breakfast – speaking to eclipse tracking the cabin would be them later, I discovered that some clear of all glasses and all passengers of them were too excited to eat. On would be seated for the viewing and each of the flights, in addition to seat changes to take place. our normal cabin crew, we would be We accelerated on schedule carrying two Goodwood Travel rep- and then began our climb into the resentatives. They had the challeng- block for our westward run out into ing task of shepherding their excited the Atlantic. En route we carefully guests from the Skyline and getting monitored our progress with the them seated on the aeroplane. “how goes it” chart (see next page), Experience in the past had shown and as I had been prudent by taking Roger Mills, Concorde Captain that on arriving at the aeroplane the along Lucy on the jump seat we had 1987–2000 majority of passengers on these non- our own back-up navigator. All went scheduled special flights would be to plan to 28W, and we commenced Editor’s note: eager to photograph the aeroplane our left turn to pick up the inbound This article has been produced with from all angles. As these flights track of the solar eclipse. At the the kind permission of Haynes Pub- were time critical, however, it was appointed time we were in position lishing, from the Concorde Owners’ essential that the passengers boarded and the viewing and seat changing Workshop Manual by David Leney the aeroplane promptly because, in commenced. Feedback from the and David Macdonald.

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Intercepting the eclipse: the three flight paths

This map shows the routes back to the UK on the track of tracks of both the BA Con- devised by Lucy Pesaro. the eclipse. To avoid any embar- cordes and the Air France rassment, the first aeroplane aircraft. BA9099C (the flight It was planned that the two would fly in the block FL550- number of the aeroplane flown British Airways Concordes FL600 (55,000–60,000ft) and by Mike Bannister, abbreviat- would depart within 2 minutes the second from FL450–FL510, ed to 99S, taking the southerly of each other and proceed to ensuring that there would be a route) is marked in red, and our normal acceleration point minimum of 4000ft separation. BA9091C (abbreviated to 91N, in the Bristol Channel, where Both aeroplanes would then pro- taking the northerly route) is the first Concorde would ceed on the same track to view marked in blue. Alongside accelerate, followed by the the eclipse. each track can be seen the second 4 minutes later. In the event that a problem ideal time for that position in Both aeroplanes would arose with the higher Concorde, blue numbering and above, proceed on the same track to necessitating a deceleration and in black, the position to turn 8W (8 degrees West), where descent, it would turn north. if delayed, together with the the first Concorde would turn Likewise, the lower aeroplane centre of the turn and the ra- in a south-westerly direction inbound would decelerate and dius. The normal centre of turn to take up a track out to 28W. descend early. It had become and radius was on our naviga- The second Concorde would apparent by this time that the tion log. At the bottom of the continue on track to 28W. At Air France Concorde would not chart are printed the eclipse this point both aeroplanes conflict with the BA Concordes. times at various positions. would be some 240 nautical The theory all sounds very I was given the choice miles apart. At 28W the first good – but what if timings before the actual flight to have Concorde would turn right changed, for whatever reason? either a TV camera crew on and the second turn left to Lucy produced a “how goes it” the flight deck or take along meet up again at 28W, flying chart (see below) showing the Lucy. I elected to take Lucy!

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Flight log: BA9099C (southerly route)

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Flight log: BA9091C (northerly route)

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Champagne in the shadow of the Moon Colin Mitchell, former director of Goodwood Travel, describes how he chartered two Concordes for the flight of a lifetime – a supersonic journey inside the umbra during the last solar eclipse of the 20th century.

At Goodwood Travel, we were The view from the cabin always on the lookout for any special event that would enhance Even at the height at which the Concorde experience – air dis- the Concordes were flying, plays or special anniversaries were the Sun was high above the popular. The total eclipse of the Sun aircraft so it was difficult for in August 1999 was an opportunity passengers to see the eclipse not to be missed. from the small cabin windows. They had to crouch between We already had a regular pro- the seats and look upwards, gramme of ‘Supersonic Champagne and the pilots banked the Flights’, one hour forty minutes aircraft to give a better view. Fully prepared achieving Mach 2 over the Channel The discomfort was worth it, Passengers on G-BOAA (including approaches – but could we pos- though, as the passengers Colin Mitchell, right) wearing their solar eclipse viewers. sibly be able to have an aircraft fly enjoyed a short but definite view of the Sun’s corona dur- Image from Associated Press video at Mach 2 to extend the viewing of ing totality. the period of ‘totality’ caused by the The flight on board G- moon’s shadow? BOAA was filmed by As- An expert opinion sociated Press. The video is available on YouTube here: Since we were no experts on this https://www.youtube.com/ subject, we passed the proposal to watch?v=Y-L0eRgzxE0 British Airways. Chief Concorde Pilot Mike Bannister took the pro- The shot of a lifetime ject on board, as he had with some Passengers Peter and Audrey Pallett of our other crazy ideas – and we were able to view totality for about soon had confirmation that such an half a minute from G-BOAC. This is the photograph that they took of the operation was feasible. eclipse at totality. Their own account Such a flight had been operated of the trip is available on their web- before in 1973 by the French proto- site: http://www.pallettathome.com type aircraft 001 over the Atlantic Photo: Peter and Audrey Pallett and the Sahara Desert, when over 70 minutes in totality was achieved. That flight was instigated by a sold out. Could we have a second The spectacle would only be group of scientists and was loaded aircraft? visible from the right-hand side of with equipment. The aircraft had Since a very close separation the aircraft, so we devised a plan even had special viewing portholes would be required, questions arose. whereby our passengers would rotate installed in the roof. Ours, on the Could two aircraft fly together at seats in unison on a call over the other hand, was a pure “Flight of different altitudes at Mach 2? Would intercom once we were in darkness. Fantasy”; we would have a much there be any effect, one on the other, shorter time in the shadow, but it of the shock waves? The slide rules Achieving totality was worth a shot! came out again at BA, and we had a The day came and soon after sunrise positive answer – a second flight was 200 excited passengers checked in at Firing the imagination possible. This flight also sold out. our special champagne reception at Publicity material was produced, Special viewing spectacles were the Sheraton Skyline Hotel before and we soon realised that the pub- sourced and ordered, and commem- being taken by coach to Terminal lic’s imagination had been fired up orative crystal glasses were designed One at Heathrow. Mike himself by the event – the flight was soon and produced. was in command of the first aircraft

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Souvenir of the flight and Roger Mills the second. Once The menu for the in-flight meal was on board we asked the guests to presented in a special cover. practise the seat rotation – it seemed Photo: Jan Knott to work well! Both aircraft took off, one behind the other, and followed the be made out, albeit at an acute angle carefully planned route that Mike ahead of the aircraft. had produced, first travelling west- We stayed in the shadow for wards and then turning to intercept some eight minutes – nowhere the shadow racing towards us at near the time achieved in 1973 but some 1,200 mph. enough to satisfy the aim of the Soon we were up at Mach 2; flight! Once back in daylight, the at this point the timing had to be champagne stocks were reduced rap- precise. The sky darkened and the idly before the two aircraft returned obscured sun and solar corona could in formation to land at Heathrow. The French experience

On 11 August 1999, F-BVFC took off at 11:00 hours local time (09:06 GMT) from Paris Charles de Gaulle (CDG) to rendezvous with the path of the eclipse. The aircraft had been chartered by members of the French Astronomy Association for the flight.

The conditions were less favourable than those for the eclipse of June 1973, which Concorde 001 followed over west Africa (see Mach 2, June 2018); the umbra moves more slowly over equatorial regions, so 001 had more time to follow it. Following the central line of the umbra, totality would last for 6 minutes 30 seconds; but by entering the The path of the eclipse umbra at its southern edge and flying diagonally to exit The view from Fox Charlie during the eclipse; the umbra is at the northern edge, the time could be increased to 8 visible on the bottom right of this image. minutes 10 seconds. Photo: Xavier Jubier Entering the umbra The three flights: summary F-BVFC entered the umbra between N 4950.0 and W 01300.00, and exited at N 5020.0, W 00900.0. G-BOAC (BA9091C – northern route) As with the British flights, the eclipse was only visible from one side of the cabin; in this case, the left- Captain: Roger Mills hand windows. The crew co-ordinated the changes of Co-pilot: SFO Rick Reynolds place so that each passenger could have 2 minutes of Flight Engineer: SEO Ian Radford viewing time. Even so, the line of sight was about 50° from the cabin windows during totality, so viewing was G-BOAA (BA9099C – southern route) tricky for the passengers. Fox Charlie landed back at CDG just after 13:00 Captain: Mike Bannister hours local time (11:07 GMT), with the partial eclipse Co-pilot: SFO Paul Bandall still visible in the sky. Flight Engineer: SEO Alex Jones

F-BVFC (AF4500) Editor’s note: Thanks to Jacques fromconcorde-bvfc.fr for this information and to Xavier Jubier (http://xjubier. Captain: Jean Prunin Co-pilot: Eric Célérier free.fr/en/site_pages/solar_eclipses/TSE_19990811_ pg02_Concorde.html ) for the photograph.

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Celebrating Concorde Stateside As one of the many events held this year to mark Concorde’s 50th anniversary, the enthusiasts’ group Foxie’s Filton Flyers embarked on an epic tour of the USA, to visit the Concordes housed in there. Paul Evans, the group’s founder and leader, describes the events and the reception from their American hosts.

fter returning from our spend time with G-BOAG and also our flight, even coming in early by Amemorable long weekend to throwing in complimentary access 7.00am to welcome us. Toulouse in March 2018, it was to the Apollo Fiftieth Anniversary The day of the trip arrived. The time to begin thinking of ideas to exhibition, which was fantastic. alarm went off at 4.45am; the taxis commemorate the 50th anniversary The Intrepid Air and Space mu- were all booked for Terminal Five of this one of a kind aircraft. The seum in New York granted compli- at 6.00 to give us plenty of time vast majority of my group had never mentary admission to the museum, to catch the BA courtesy bus to visited the United States before, so and 60 minutes of private access to Waterside after checking in. Not an idea arose – and for me person- G-BOAD, including the flight deck, everyone was able to attend, which ally, an opportunity to be reunited as well as access to their archive and was a little disappointing. Those with “my rocket” from 21/09/03, restoration facility and unique access of us that did take the visit, how- G-BOAG, which now resides at the to the rear top deck in order for us ever, were welcomed by Victoria at Museum of Flight, . to capture some stunning aerial im- the entrance, given our passes and After a few weeks of looking at ages of G-BOAD with the Manhat- treated to a short, impromptu tour dates, flights, accommodation and tan backdrop. of Waterside, before going to view general logistics the destinations the BA heritage collection with the and dates were all confirmed. Foxie’s British Airways HQ curator, Jim, who had also come in Filton Flyers would be visiting G- Through Fred Finn, I had been early especially for the group. As a BOAG (Seattle), F-BVFA (Wash- communicating with Victoria Mad- thank you on behalf of the group ington Dulles), and the World den, the global head of PR at BA, to I presented Victoria with a signed Record holder, G-BOAD (New arrange a unique photo opportunity copy of my book and two canvas York) during June 2019. in front of G-BOAB at LHR prior prints of G-BOAF at Filton (which Over the next few months to our flight to Seattle. I can reveal are now proudly on display in her everything came together nicely. We here that this was agreed and ap- office at Waterside and also that of a would be flying direct from LHR to proved by BA right up to the Friday certain CEO). Seattle with BA on one of their 777 before our departure, when sadly All too soon it was time to leave workhorses; from Seattle we would the owners of LHR declined the and catch the courtesy bus back fly United direct to Dulles, then arrangements on security and safety to Terminal Five, before meeting from we would change grounds. In all fairness to Victoria, the rest of the group to board our to the Amtrak down to New York, at short notice she arranged instead BA053 to Seattle. before returning from JFK to LHR a group visit to BA HQ Waterside with BA once more on the 747. and the BA Heritage Centre early Behind the scenes whilst every- on the Monday morning, prior to one was planning their holiday A gift of thanks excursions, visits etc, Fred Finn and Paul Evans and Fred Finn present I were busy emailing and phoning Victoria Madden with a copy of Paul’s the three museums we would be book and prints of G-BOAF. visiting – along with trying to set up Photo: Paul Evans something rather special with BA Concorde prior to our departure on June 3rd. memento I have to say at this stage that A nose cone from both the Museum of Flight, Seattle Concorde stands and the Intrepid Air and Space in the foyer at Museum, New York were extremely British Airways’ headquarters. generous and cooperative towards Photo: Paul our group, with Seattle giving us Evans early access to the museum to

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G-BOAG The flight and cabin crew of Alpha Golf in the BA053 were fantastic, especially aviation pavilion Amy Musson who went the extra at the Museum mile for Mr Johnstone and me in of Flight, Seattle. Although dis- WTP; truly excellent. A big thank played with icons you to ex-Concorde cabin crew such as the first member and current BA Customer 747, she Service Manager Julie Reynolds for looks less well getting in touch with our crew for cared for than the this flight. Thanks to Peter Ugle, the American aircraft. Photo: Paul Captain even made an announce- Evans ment regarding Foxie’s Filton Flyers and our tour of the United States to visit the three Concordes; he also obvious that the Conran seats had acknowledged the Golden Wedding not been treated since the aircraft Anniversary of Richard and Lesley arrived back in November 2003 as Chatham. Finally, on arrival into they were very faded, discoloured Seattle, we were invited to the flight and starting to crack. The amount of deck and also had photos with the dust on the seats and carpets behind flight and cabin crew. the Perspex was disgusting and showed a lack of care or passion for G-BOAG, The Museum of the aircraft when compared to the Flight, Seattle pristine first , 787, and We arrived around 9.20am at The President Kennedy’s . Museum of Flight. At reception we I walked through the aircraft were greeted by Ted Huetter, whom with John Dunlevy ( JD), who Privileged access I had been liaising with for the past pointed out a rather large amount of Foxie’s Filton Flyers pose for a group fourteen months, and escorted over water that had settled in a few of the photo after the museum allowed them the road via a walkway to the new forward cabin windows. Personally some private time with Alpha Golf. aircraft pavilion to view G-BOAG. I found this experience very upset- Photo: Paul Evans After all those months of plan- ting, as the last time I saw Alpha ning we were finally standing under- Golf she was my BA001 and looked years of Man on the Moon. Within neath our first Concorde of this US pristine. At least the aircraft has an this exhibition were the gloves and Tour. I have to be perfectly honest, air conditioning unit plumbed into helmet worn by Buzz Aldrin, a though: it was hugely disappointing. the original pipe work, a very similar Saturn V exhaust nozzle, various The aircraft cosmetically was dread- set-up to what we used to have on pieces of a Saturn V recovered from ful, with very visible peeling paint G-BOAF whilst in the compound the Atlantic, and the actual Apollo on the fuselage, tail, wings, etc, and at “Concorde at Filton”, so at least 11 command capsule. All of this was the interior was also dreadful. It was the airframe is having warm and absolutely first class, and after the cold air pumped through. disappointment of Concorde Alpha The one thing that struck most Golf this went some way to making of us in the group was the pristine the visit special and memorable. condition of the American aircraft After our visit to the Museum on display, whereas Concorde cos- of Flight, the majority of us headed metically has been left to deteriorate. North to Everett to visit the Boe- Given that she is such a rare piece ing Factory. I know that for one of aviation history, it is shocking to member in particular – who, after see the aircraft in this condition in a finishing his engineering career on museum of this stature. Concorde with BA went onto the The rest of the Museum of 747-400 and then 787 before retir- Welcome party Flight, however, was tremendous, ing – this was a very moving visit. Ted Huetter, PR and Promotions Man- with exhibits displayed in a bright It was rather special for me to share ager at the Museum of Flight, met the and appropriate environment – the this visit with him as we surveyed group to show them round. highlight for me being the “Destina- the 747-8 production line along Photo: Paul Evans tion Moon” exhibit celebrating fifty with the 787.

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Stunning displays The Discovery (above) and Concorde F-BVFA (right) looking immaculate at the Udvar-Hazy Center. Photos: Paul Evans

The size of the Boeing factory How can I describe F-BVFA? that I never tired of and which I will has to be seen to be believed; com- As close to “as-delivered” condition always treasure. pared to the Airbus site which we as you can get; there are still marks As we walked along the bal- visited last year in Toulouse, I would around and inside the intakes from cony thinking that the day couldn’t estimate that Everett is at least three the last flight way back in June 2003, possibly get any better, we turned times the size. However, one couldn’t and the spill doors are also open. a corner and there was the Space help noticing a large number of I wasn’t feeling too well on this Shuttle Discovery sitting proudly 737 Max’s parked in every avail- day, but still managed to try and floodlit in front of a giant stars and able space around the site, including photograph the aircraft from every stripes flag – just beautiful.Discov - several car parks! angle possible. The aircraft was im- ery was displayed in the same way maculate, no other word for it; the as F-BVFA, in as close to delivery F-BVFA, Steven F. Udvar- undercarriage was also like viewing condition as possible; there were still Hazy Center, Dulles something from a time warp. From scorch marks visible on the thermal Next stop Washington Dulles to speaking to several people I learned tiles from its final re-entry back to view possibly the best-maintained that the aircraft was literally outside earth on its final mission. To see Concorde there is, Air France F- for about two days after arrival and the Shuttle up close was something BVFA, in possibly the greatest avia- was then brought inside. quite special. tion museum, the Steven F. Udvar- I climbed a spiral staircase to The other neat little attraction Hazy Center at the Smithsonian view the aircraft from yet another was a lift taking visitors up to the National Air and Space Museum. balcony with JD and my partner in observation deck, which had views The Center was breathtaking, with crime, Stephen Johnstone. JD was of the beautiful countryside and too many aircraft to appreciate in pointing out little repairs here and both runways at Dulles. This also one visit; this is somewhere that I there, that we general enthusiasts had an actual live feed from the will certainly return to in the future. would never have spotted, includ- control tower, which we listened to On entering the building you are ing a patch repair on the forward whilst observing an arriving United immediately drawn to the sheer size. fuselage that became obvious (once 777 gliding past us on final approach A very tasteful design in the shape we were told where to look). into Dulles. of a traditional hangar, with lots of Going around all three of these The Steven F. Udvar-Hazy natural light coming through win- aircraft with such knowledgeable Center also has a great restoration dows near the roof of the structure. ex-engineers as JD and Peter was section, which was visible from a As we gathered together for the really a privilege and added an extra viewing area for the public to see obligatory FFF group photo on one dimension to each visit, hearing what goes on “behind the scenes”. of the balconies, we surveyed the experiences that have never been This provided a fascinating insight prototype 707, Blackbird, Enola Gay written down in words anywhere. into the work that goes into prepar- and there in the distance F-BVFA. These were really special moments ing and restoring exhibits and is

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something that should be incorpo- deck seats were covered in the same rated into all aviation museums. protective covers. From a museum and facility One poignant moment was read- perspective this was without a doubt ing all the messages from the flight the tour highlight, made all the bet- and JFK engineering crew on the ter by our lovely Marriott hotel in flight deck; these people truly loved Dulles, which just happened to be this aircraft. It really was wonderful close to a Longhorn Steakhouse and to have the aircraft to ourselves for Cheesecake Factory! What more the hour; it was like old times again! could you ask for? Attention to detail We will forever argue about the The main landing gear on G-BOAD, location of this aircraft. However, G-BOAD, Intrepid Sea, Air & looking in good condition, shows the after seeing it “in the flesh”, I have Space Museum Complex, care being taken for this Concorde. to say that it is a fitting location New York Photo: Paul Evans with a dedicated team who value it The journey from Washington, immensely. Yes it should ideally have D.C. to New York City would be a had heard of her current condition, gone under cover when it arrived in welcome change from flying as I had especially as she had undergone a November 2003, but the one thing arranged for us to travel by Amtrak full clean just days prior to our ar- that stands out is the amount of to Penn Station, which would be a rival. Obviously the aircraft would pride that Intrepid take with having tad more relaxing. benefit from being under cover like Concorde as part of their collec- New York was a fantastic the Space Shuttle Enterprise, and tion – certainly more so than The experience and I would encourage truthfully speaking she should have Museum of Flight. everyone to try and visit at least gone under cover before the shuttle; A few of us had a talk with Eric, once. However, we were here to visit however, even with these limitations who revealed that there are plans in Concorde – or more specifically the the aircraft is displayed to the high- place to get Alpha Delta repainted World Record holder, G-BOAD, est standards possible within the in the foreseeable future. He also now on permanent display at The restrictions present. described the difficulties they face Intrepid Air & Space Museum. Out As we boarded in two separate when trying to raise funds for Con- of all the aircraft we were visiting, groups of ten (similar to the way we corde from New Yorkers. this was the one I was the most ap- used to run the tours at Concorde at Intrepid really did treat us prehensive about, based on previous Filton), we were struck at how much superbly, with Eric being our feedback and photos. How wrong care and preservation had been put personal enthusiastic guide for our we would all be proved. into the aircraft. Every seat in the tour around this magnificent aircraft Most of us walked down to the forward cabin that you are allowed carrier. He eagerly showed us parts Hudson River from our hotel, The to sit on has been covered in a clear of the ship that are usually off limits, New Yorker, to arrive at the Intrepid protective cover, along with each such as their extensive archive. Aside at 10.30. It was a beautiful day, not a headrest and armrest. There is air from the artefacts from the Second cloud in the sky, just perfect for tak- conditioning and de-humidifiers World War and other conflicts that ing shots and video of Concorde. in both cabins, and even the flight the ship was involved in, they had At the entrance to the Intrepid, we were welcomed by Eric Boehm and Ashley Allen. A group photo- graph was taken of us in front of G-BOAD, which was to be used for the Intrepid’s social media and aural history section. Alpha Delta looked gorgeous in the striking New York sun, and in no way reflected the false reports we Aerial view G-BOAD is shown off to stunning ef- fect against the river from this vantage point at the Intrepid museum, on a lovely summer day. Photo: Paul Evans

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A fund of on as members from Brooklands, stories Manchester, Filton, ex-BA engi- The group enjoy a tour given by neering and others mingled around Eric Boehm (right, underneath the aircraft, drawn to it in dark blue shirt). like bees to a honeycomb, all with According to one the same expressions. It was at that group member, moment I thought “Yes, it was SO “Eric is the nicest worth it, job done.” man you’re ever likely to meet and This trip was certainly a once in full of informa- a lifetime tour. There were so many tion and a million highlights that were not Concorde- stories – I could related which would not be relevant listen to him all to publish here; I just wish to say day!” Photo: Paul that I am so pleased that everyone Evans ticked off everything from their own bucket lists, Richard got his camera back and my liver survived several some unique Concorde items such started in a cold, damp compound nights out with the mad Swede. I as crew jackets, cutlery, and load underneath G-BOAF that October am well aware that without these sheets, as well as a retro hand-held day in 2004 – and here I was 15 people I would never have made this computer, which I believe the flight years later, at the conclusion of a trip trip; your kindness and generosity engineer used to use for calculat- I certainly never thought I’d ever made it possible for me and for that ing fuel and range; if my memory do, let alone plan and put together. I shall always be grateful. My sincere serves me correctly I believe it was I felt so privileged to have brought hope is that you all enjoyed this SEO Ian “Brains” Kirby who came “To think this all Foxie’s Filton Flyers Concorde Fif- up with the program. [Ed: It was; for tieth Anniversary U.S. Tour as much details, see Mach 2, Feb 2019.] started in a cold, damp as I did – here’s to the next one! We were also given unique access compound underneath to the restoration section, where Special thanks to Fred Finn, Victo- volunteers were hard at work. Peter G-BOAF ...” ria Madden (British Airways), Julie Ugle couldn’t resist getting involved Reynolds (British Airways), Ted and offering some helpful advice, together such a wonderful group of Huetter (Museum of Flight, Seat- which was eagerly taken on board by close and lifelong friends, and I still tle), Eric Boehm and Ashley Allen the volunteers. He was even invited cannot believe some of us have only (Intrepid Air & Space Museum, over in the future to become part of known each other for less than two New York), and James Coombe the Intrepid’s restoration team! years, all of us brought together by (Heritage Concorde/Bargain flight I slipped away after coming off this one of a kind machine. I looked accommodation finder). Alpha Delta and just stood right at the back underneath the rear fuse- lage undercarriage, leaning against the railings overlooking the Hudson River. Suddenly a feeling of relief and exhaustion came over me and, yes, I did get a wee bit emotional. I was drawn back to October 2004, standing underneath Alpha Foxtrot in the compound at Con- corde at Filton, starting my first day as a volunteer there. To think this all It was SO worth it... Foxie’s Filton Flyers gather for one last group photo, in front of Concorde G-BOAD, at the end of a tiring but unforgettable tour. Photo: Paul Evans

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A Fresh View of an Icon Over the last 50 years, the library of books and films about Concorde has grown without cease. Mach 2 Editor Katie John reviews the latest contribu- tion to this ever-expanding collection: a multi-national history, which comes complete with films for mobile and tablet viewing.

he number of books about Concorde, achievement, the book bears the logos of Brit- Tthe supreme icon of civil aviation, has ish Airways, Airbus, and Air France. increased constantly through the 50 years Much of the history covered here is already since the aircraft first took flight. Year on year, well known from a multitude of other books new books have emerged, by French and and TV programmes; however, the blend of British pilots, engineers, and others; a few by views from both Britain and France gives a American authors; and now, in this sumptu- truly three-dimensional insight into this glob- ous, large-format new visual history, we have ally renowned, loved, and admired aeroplane. a contribution from Germany. As an extra feature, the book is sold to- gether with a set of eight videos, which are Ingo Bauernfeind is a German military histori- available via an app for viewing on a smart- an who also studied military and naval history phone or tablet. at Hawaii Pacific University, Honolulu. He has written more than 30 books on naval, avia- tion, and military history. He has also collabo- rated on historical projects with the US Navy and with various American military museums, and he has produced films and documenta- ries for German and American television. A view from both sides In the other Concorde books I have read so far, the authors have seemed to keep their feet planted firmly on their side of the Chan- nel, so to speak; but this neutral observer from Germany has blended the views from both sides in order to give us an in-depth portrait of the beautiful white bird. Bauernfeind has conducted interviews with British and French Concorde pilots, engineers, cabin crew, and members of enthusiasts’ as- sociations, bringing in information that does not usually appear in the official histories. I have to declare an interest here; both Nigel Ferris and I, representing Mach 2 magazine, were among the interviewees. Mach 2 read- ers might also recognise other familiar names, CONCORDE: SUPERSONIC ICON including John Hutchinson, Ian Kirby, Derek 50TH ANNIVERSARY EDITION Woodley, and the late Christopher Orlebar. The author has managed to obtain some exclusive contributions – notably from Mme Ingo W. Bauernfeind / Bauernfeind Press 2018 Béatrice Vialle, the only female Concorde ISBN: 978-3981598414 / £21.95 pilot for Air France, who has written one of the foreword pieces. To set the seal on this http://www.ingobauernfeind.com

Mach 2 Concorde magazine © Katie John 2019

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