Number Of Flights

On Loan to Brooklands Museum - Currently under restoration

Like the prototype and pre-production aircraft, 202 was also fitted with flight observer's stations, installed in the forward cabin.

The two production test aircraft (201 and 202) were different in many ways from their four predecessors, necessitating repeating certain work to obtain certification. It was really these two aircraft that did the bulk of the flying that allowed the final certification of Concorde for airline servcie. However, even though called production aircraft, they never went into service because the final version, as specified by the airlines, was different yet again, although not in a way that affected handling or performance certification.

202 carried on flying after the 14 production aircraft had been delivered to the airlines. Work included further performance enhancements, such as the certification of the re-designed air intake profile. This modification, coupled to an uprated engine, allowed an increase in payload of 1,500-2,000 lbs.

Another change was an extention of the control surface trailing edges (by around two inches)- a modification that many now feel was part of the reason for the rudder de-laminations seen on the fleet over the years.

The aircraft was kept serviceable at Filton throughout early 1982 for any more development work or test flights that were required.

At the end of the Concorde project, the aircraft was placed in storage out on the airfield. British Airways were given access, through their support contract, to use the aircraft for certain parts that were not immediately available. In April 1984 they acquired title to the aircraft and started using it as one of the main spare part sources. The airline had only been flying six aircraft and had been using a four year old aircraft, G-BOAG, for spares. With access to Delta Golf, British Airways set out on returning G-BOAG to flight status.

To protect their investment and keep prying eyes off what was very quickly becoming an eyesore, British Airways constructed a special hangar for G-BBDG. The "202 hangar" as it is affectionally known, was completed in early 1988. The aircraft (minus tail fin) was moved inside in May 1988.

As the aircraft was structuraly sound, British Airways investigated, in the early 90's, the possibility of refitting for airline service. This would allow the airline to keep a fleet of six or seven serviceable aircraft duing engineering checks. The plan was found to be too costly and was rejected, although the study proved that if one of the seven BA aircraft suffered serious damage, parts from the damaged (and written-off) aircraft could be fitted to 202 and the airframe used to bring the fleet back up to strength, but there were doubts on certification, due to the fuselage skin being slightly thinner.

In 1995, Concorde G-BOAF's droop nose was damaged during a round handling accident at Heathrow. BA decided to swap it for the droop nose on 202. Alpha-Foxtrot's nose, although not badly damaged, was kept as a spare and would be repaired in the future if required. It was not fitted on to 202.

Even as it looked like the end of the road was near for Delta-Golf, she was again found to be useful in late 2002 for prototype fittings of the new strengthened cockpit doors required by the authorities on the BA and AF fleets, after Sept 11th 2001.

In late 2003 she was offered to the Brooklands Museum Trust for restoration, where in May 2004 she was moved to the museum's Weybridge site