View allAll Photos Tagged Clipper.Flying.Cloud
One of my favourite shots from sometine in the 1980s. Pan-Am's Clipper Flying Cloud landing at Heathrow Airport. From an original slide - Minolta X700 + Minolta 100-300mm.
Photo from the Michael Riedl collection, scan kindly provided by him for inclusion on this page.
München-Riem
1982-03-06 (6 March 1982)
N734PA (2) "Clipper Flying Cloud"
Boeing 747-121
19641 / 7
Pan American World Airways (Pan Am)
Note: N734PA (1) was Douglas DC-7CF c/n 44876/673 flying for Pan Am from February 1956 to 1964.
N734PA in the revised colours scheme, but still named "Clipper Flying Cloud". Note the Luftwaffe JetStar and a few bizjets in the background, parked in the usual position next to the Osttor.
Information from airhistory.net - thanks to Paul Seymour:
Delivered to Pan Am as N734PA in 1969. To GATX/Airlog as N491GX in 1991 and converted to a freighter. To Federal Express in 1992 then to UPS as N691UP in 1993. Withdrawn from use at Goodyear, AZ in 2002 and scrapped.
Registration details for this airframe:
rzjets.net/aircraft/?reg=98353
This airframe as N651UP with UPS at HKG ca. 1996 (all white):
www.flickr.com/photos/darylchapman/8202209042
N651UP with UPS at HKG in March 1998 (full colours):
www.airhistory.net/photo/577140/N691UP
N691UP being parted out at GYR in January 2002:
www.visitingphx.com/n691up.jpg
Scan from Kodachrome slide.
Photo taken by Herwart Schneider and kindly provided by him for inclusion on this page.
München-Riem
ca. early 1970s
N734PA (2) "Clipper Flying Cloud"
Boeing 747-121
19641 / 7
Pan American World Airways (Pan Am)
Note: N734PA (1) was Douglas DC-7CF c/n 44876/673 flying for Pan Am from February 1956 to 1964.
N734PA in its initial colours is lined up for take-off on Riem’s runway 25 during the time of dandelion bloom (late April/early May) ca. 1973 or 1974. Pan Am had started daily MUC-FRA-JFK services in summer 1972.
Information from airhistory.net - thanks to Paul Seymour:
Delivered to Pan Am as N734PA in 1969. To GATX/Airlog as N491GX in 1991 and converted to a freighter. To Federal Express in 1992 then to UPS as N691UP in 1993. Withdrawn from use at Goodyear, AZ in 2002 and scrapped.
Registration details for this airframe:
rzjets.net/aircraft/?reg=98353
This airframe as N651UP with UPS at HKG ca. 1996 (all white):
www.flickr.com/photos/darylchapman/8202209042
N651UP with UPS at HKG in March 1998 (full colours):
www.airhistory.net/photo/577140/N691UP
N691UP being parted out at GYR in January 2002:
www.visitingphx.com/n691up.jpg
Scan from Kodachrome slide.
The Boeing Model 307 Stratoliner was the first commercial transport aircraft with a pressurized cabin. This feature allowed the plane to cruise at an altitude of 20,000 ft (6,000 m), well above weather disturbances. The pressure differential was 2.5 psi (17 kPa), so at 14,700 ft (4,480 m) the cabin altitude was 8,000 ft (2,440 m). The Model 307 had capacity for a crew of five and 33 passengers. The cabin was nearly 12 ft (3.6 m) across. It was the first land-based aircraft to include a flight engineer as a crew member (several flying boats had included a flight engineer position earlier)
Oh, Those Flying Machines
Udvar-Hazy National Air and Space Museum
Chantilly, VA
With the capacity of the National Air and Space Museum on the National Mall in Washington, D.C. completely full, this supplemental facility was constructed near Dulles International Airport outside the city in Virginia.
A hanger full of history.
The silver plane on the right is a Boeing 307 and this one was know as a Clipper Flying Cloud. It was the first airliner design with a pressurized fuselage. It could accommodate 33 passengers and cruise at 215 mph at an altitude of 20,000 feet and had a range of 1,750 miles. It went into commercial service during 1940.
If you look at the tail of the plane on the left, you will see Boeing 707 on it. This plane design was the first widely available jet airliner. It could accommodate about 140 passengers and cruise at 607 m[h with a range of 3,600 miles. Modified versions had a range of 5,000 miles. The 707 was introduced in October of 1958.
Behind the planes is a Concorde. It was the first ,and really the only, commercially successful supersonic airliner. It accommodated up to 120 passengers with a cruise speed of 1,340 mph and had a ceiling of 60,000 feet. Its range was 4,488 miles. It went into commercial service in 1976.
Nikon D850
Nikon 16-35 f/4.5 at 24 mm
1/100 sec at f/4,5 ISO 800
May 6, 2019
© 2019 Ronald Drewnowski - All rights reserved. Any unauthorized use is prohibited.
Smithsonian National Air and Space Museum - Steven Udvar-HazyCenter.
www.boeing.com/news/releases/2001/q2/news_release_010619z...
TCGG
Taken at the Steven F. Udvar-Hazy Center - Smithsonian National Air and Space Museum at Washington Dulles International Airport.
This 5 exposure HDR image was taken hand held with a Nikon D300S : f/7.1 : 18mm (sigma 10-20mm lens) : ISO 1600! I love the low noise characteristics of the D300s. Those of you that work with HDR know how noisy these images can get even at the lowest ISOs.
Zürich (- Kloten) (ZRH / LSZH)
Switzerland 8.1985
First Flight 3.1974
Del. 3.1974 to PSA- Pacific Southwest Airlines N554PS
Pan American World Airways (Pan Am) N375PA ✔
Ultrair N375PA
Capital Cargo N227JL
The Boeing Model 307 Stratoliner was the first commercial transport aircraft with a pressurized cabin. This feature allowed the plane to cruise at an altitude of 20,000 ft (6,000 m), well above weather disturbances. The pressure differential was 2.5 psi (17 kPa), so at 14,700 ft (4,480 m) the cabin altitude was 8,000 ft (2,440 m). The Model 307 had capacity for a crew of five and 33 passengers. The cabin was nearly 12 ft (3.6 m) across. It was the first land-based aircraft to include a flight engineer as a crew member (several flying boats had included a flight engineer position earlier)
The Boeing Model 307 Stratoliner was the first commercial transport aircraft with a pressurized cabin. This feature allowed the plane to cruise at an altitude of 20,000 ft (6,000 m), well above weather disturbances. The pressure differential was 2.5 psi (17 kPa), so at 14,700 ft (4,480 m) the cabin altitude was 8,000 ft (2,440 m). The Model 307 had capacity for a crew of five and 33 passengers. The cabin was nearly 12 ft (3.6 m) across. It was the first land-based aircraft to include a flight engineer as a crew member (several flying boats had included a flight engineer position earlier)
The period between the First World War and WWII is so distant that it's doubtful many people think about passenger air travel during those decades. If they do, what comes to mind are scary-looking wooden and canvas biplanes held together by a maze of guy wires.
If my father was dreading many noisy, bumpy and nerve-wracking hours on one of those all the way to Miami while on his way to the airfield at Rio in early 1943, he would have been delighted to see one of Pan Am's Boeing S-307 Strato-Clippers waiting on the apron for its lucky passengers.
Above, Pan American's three Boeing S-307s are parked together for an undated publicity shot. The one that carried my father is in the center, bearing registration number NC19910. There's some confusion as to whether it was Clipper Flying Cloud or Clipper Comet. Wikipedia isn't sure.
The Boeing S-307 story is too long to fit here but it doesn't need to, since Wikipedia has all the facts a person could possibly want about this pioneering airliner. Simply saying that it was pressurized with four engines mounted on a wing that was below the body doesn't begin to do it justice.
It's a shame Father wasn't as interested in aircraft as I am, because I would have loved to hear his impressions.
------------------------------------------------------------------------------------------
The Boeing Model 307 Stratoliner (or Strato-Clipper in Pan American service, or C-75 in USAAF service) is an American stressed-skin four-engine low-wing tailwheel monoplane airliner derived from the B-17 Flying Fortress bomber, which entered commercial service in July 1940.
It was the first airliner in revenue service with a pressurized cabin, which with supercharged engines, allowed it to cruise above the weather.
As such it represented a major advance over contemporaries, with a cruising speed of 220 mph (350 km/h) at 20,000 ft (6,100 m) compared to the Douglas DC-3s 160 mph (260 km/h), at 8,000 ft (2,400 m) then in service.
When it entered commercial service it had had a crew of five to six, including two pilots, a flight engineer, two flight attendants and an optional navigator, and had a capacity for 33 passengers, which later modifications increased, first to 38, and eventually to 60.
/ / /
The noted industrial designer Raymond Loewy designed the passenger cabin, with furnishings provided by Marshall Field's.
It was divided into four compartments, each with six deep comfortable reclining chairs which could be converted into 16 sleeping berths.
Each compartment was provided with adjustable air conditioning vents, reading lights, and a call button.
Nine additional seats were provided along the port side of the aircraft, while washrooms which doubled as dressing rooms were provided at both ends of the cabin.
The rear washroom was for women and was named the "ladies charm room", which aside from the walls being covered in heavy plate glass mirrors, in its 34 sq ft (3.2 m2) it two dressing tables, each with a sink, plush upholstered stools, soft indirect lighting provided by fluorescent lamps, ashtrays, hot and cold running water, shelves with towels, and a separate cubicle was provided for the toilet.
The men's washroom was in front as the "Men's Lounge", and also had a separate cubicle for the toilet, and two sinks, along with outlets to run an electric razor.
A somewhat cramped galley of 28 sq ft (2.6 m2) provided hot food was situated at the rear of the cabin, behind which was positioned the rear hemispherical pressure bulkhead.
Up to 412 cu ft (11.7 m3) or 6,590 lb (2,990 kg) of baggage could be stowed under the floor of the cabin, between the wing spars, and behind the rear spar, which was accessible in flight through a hatch in the cabin floor, or on the ground through three hatches on the underside of the fuselage.
Extensive use was made of the latest in sound proofing, and the Dynafocal engine shock mounts were designed to reduce vibrations from being felt by the passengers.
The air conditioning system used both electrical and mechanical systems, which drew air in through vents in leading edge of each wing near the roots to bring outside air to two engine driven superchargers that compressed the air, which was then passed through radiator condensers to cool the air, and it was then run through channels to the vents in the cabin.
External hookups allowed ground air conditioner units to cool the cabin air when the engines were off.
/ / /
In 1937 Pan American Airways placed their first order for two Stratoliners, which they soon increased to six. Deliveries to Pan Am started in March 1940, and they had received their first three before war intervened and civil aircraft production halted. The other three would not be built. All three were named for historically notable Clipper ships. Pan Am carried out their first revenue flight on July 4, 1940, with service between Miami, Brownsville, Texas and Los Angeles. Unlike TWA, Pan Am did not exclusively assign their aircraft to specific routes, and instead they were used for their Latin American routes and ranged from Miami and Los Angeles to Brazil.
en.wikipedia.org/wiki/Boeing_307_Stratoliner#Pan_American...(Pan_Am)
In the shelter of the wing of a Boeing 307 Stratoliner is a Stits SA-2A Sky Baby. Ray Stits built this world's smallest bi-plane (which could fly at speeds in excess of 185 mph!) in 1952. The Boeing 307 Stratoliner "Clipper Flying Cloud" built in 1938 was the first passenger airplane to have a pressurized fuselage allowing it to fly passengers comfortably at altitudes in excess of 20,000 feet. Both of these planes can be seen at the Smithsonian Udvar-Hazy Air and Space museum in Chantilly, Virginia.
Boeing 307 Stratoliner
Taken at the Steven F. Udvar-Hazy Center, Chantilly, VA (Part of the National Air/Space Museum). From their website: First flown in late 1938, the Boeing 307 was the first airliner with a pressurized fuselage. It could carry 33 passengers in great comfort and cruise at 6,096 meters (20,000 feet), while maintaining a cabin pressure of 2,438 meters (8,000 feet). This enabled the Stratoliner to fly above most bad weather, thereby providing a faster and smoother ride.
The Stratoliner incorporated the wings, tail, and engines of the Boeing B-17C bomber. The wide fuselage was fitted with sleeper berths and reclining seats. Ten Stratoliners were built. The prototype was lost in an accident, but five were delivered to TWA and three were purchased by Pan American Airways. TWA owner Howard Hughes purchased a heavily modified version for his personal use. The airplane displayed here was flown by Pan American as the Clipper Flying Cloud. Boeing restored it in 2001.
Boeing 307 Stratoliner, Pan Am "Clipper Flying Cloud"
Boeing 307 Stratoliner:
airandspace.si.edu/collection-objects/boeing-307-stratoli...
Steven F. Udvar-Hazy Center /
National Air and Space Museum
First flown in late 1938, the Boeing 307 was the first airliner with a pressurized fuselage. It could carry 33 passengers in great comfort and cruise at 20,000 feet, while maintaining a cabin pressure of 8,000 feet. This enabled the Stratoliner to fly above most bad weather, thereby providing a faster and smoother ride.
The Stratoliner incorporated the wings, tail, and engines of the Boeing B-17C bomber. The wide fuselage was fitted with sleeper berths and reclining seats. Ten Stratoliners were built. The prototype was lost in an accident, but five were delivered to TWA and three were purchased by Pan American Airways. TWA owner Howard Hughes purchased a heavily modified version for his personal use. The airplane displayed here was flown by Pan American as the Clipper Flying Cloud. Boeing restored it in 2001.
Steven F. Udvar-Hazy Center-Chantilly, Virginia
The Boeing Model 307 Stratoliner was the first commercial transport aircraft with a pressurized cabin. This feature allowed the aircraft to cruise at an altitude of 20,000 ft (6,000 m), well above many weather disturbances. The pressure differential was 2.5 psi (17 kPa), so at 14,700 ft (4,480 m) the cabin altitude was 8,000 ft (2,440 m). The Model 307 had capacity for a crew of five and 33 passengers. The cabin was nearly 12 ft (3.6 m) across. It was the first land-based aircraft to include a flight engineer as a crew member (several flying boats had included a flight engineer position earlier).
Source: Wikipedia
Zürich (-Kloten) (ZRH / LSZH)
Switzerland 8.1985
First Flight 3.1974
Del. 3.1974 to PSA- Pacific Southwest Airlines N554PS
Pan American World Airways (Pan Am) N375PA ✔
Ultrair N375PA
Capital Cargo N227JL
The Boeing Model 307 Stratoliner was an American commercial transport aircraft that entered commercial service in July 1940. It was the first to offer a pressurized cabin, allowing it to cruise at an altitude of 20,000 ft (6,000 m), well above many weather disturbances. The pressure differential was 2.5 psi (17 kPa), so at 14,700 ft (4,480 m) the cabin air pressure was equivalent to an altitude of 8,000 ft (2,440 m). The Model 307 had capacity for a crew of six and 33 passengers. The cabin was nearly 12 ft (3.6 m) across. It was the first land-based aircraft to include a flight engineer as a crew member (several flying boats had included a flight engineer position earlier). In addition to its civilian service it was also flown as the Boeing C-75 Stratoliner by the United States Army Air Forces, who used it as a long-range cargolift aircraft.
www.si.edu/object/boeing-307-stratoliner-clipper-flying-c...
c/n 2003
Built 1940
The world’s first pressurised airliner, the Boeing 307 used the wings and tail designed for the B-17 Flying Fortress. The type first flew in December 1938 and 10 were built. The prototype, which was also the first production aircraft, crashed in March 1939 with the loss of all ten on board. Of the other nine, three were delivered to Pan American World Airways, five to TWA and one to Howard Hughes for a proposed ‘round-the-world’ flight, which was later cancelled due to the outbreak of war in Europe.
“Clipper Flying Cloud” was delivered to Pan American on 22nd March 1940 and during WW2 she was contracted to Air Transport Command to fly on routes to South America. She was sold to Airline Training Incorporated in November 1948 and then to the Corps d'Aviation de l'Armee d'Haiti (Haitian Army Air Corps) in December 1953, where she flew with the serial 2003. She returned to the United States in September 1959 and was initially registered as N9507R before reverting to N19903 in 1960. Over the next few years she flew for Arkansas Air Freight and then Inter-American Inc. before being sold to Aviation Specialties Co. in Mesa, Arizona, and placed in store at Mesa Falcon Field. In August 1972 the Smithsonian Institute traded a Lockheed Constellation for the aircraft and she was moved to the Pima Air Museum in 1973. She remained on public display there until 26th May 1994 when she was ferry-flown to Boeing Field in Seattle. A complete restoration was then carried out by Boeing and she flew again on 3rd July 2001, resplendent in full Pan Am livery. Sadly, she ran out of fuel during a crew training flight on 28th March 2002 and had to ditch in Elliot Bay, Seattle. She was salvaged the following day and returned to Boeing for a further restoration, flying again on 18th July 2003.
She arrived at Dulles on 6th August 2003 and is seen on display at the Steven F. Udvar Hazy Center as part of the National Air and Space Museum.
Washington Dulles International Airport, Chantilly, Virginia
7th May 2015
airandspace.si.edu/collection-objects/boeing-307-stratoli...
© Copyright 2023, All rights reserved. Do not copy or otherwise reuse my photos.
c/n 2003
Built 1940
The world’s first pressurised airliner, the Boeing 307 used the wings and tail designed for the B-17 Flying Fortress. The type first flew in December 1938 and 10 were built. The prototype, which was also the first production aircraft, crashed in March 1939 with the loss of all ten on board. Of the other nine, three were delivered to Pan American World Airways, five to TWA and one to Howard Hughes for a proposed ‘round-the-world’ flight, which was later cancelled due to the outbreak of war in Europe.
“Clipper Flying Cloud” was delivered to Pan American on 22nd March 1940 and during WW2 she was contracted to Air Transport Command to fly on routes to South America. She was sold to Airline Training Incorporated in November 1948 and then to the Corps d'Aviation de l'Armee d'Haiti (Haitian Army Air Corps) in December 1953, where she flew with the serial 2003. She returned to the United States in September 1959 and was initially registered as N9507R before reverting to N19903 in 1960. Over the next few years she flew for Arkansas Air Freight and then Inter-American Inc. before being sold to Aviation Specialties Co. in Mesa, Arizona, and placed in store at Mesa Falcon Field. In August 1972 the Smithsonian Institute traded a Lockheed Constellation for the aircraft and she was moved to the Pima Air Museum in 1973. She remained on public display there until 26th May 1994 when she was ferry-flown to Boeing Field in Seattle. A complete restoration was then carried out by Boeing and she flew again on 3rd July 2001, resplendent in full Pan Am livery. Sadly, she ran out of fuel during a crew training flight on 28th March 2002 and had to ditch in Elliot Bay, Seattle. She was salvaged the following day and returned to Boeing for a further restoration, flying again on 18th July 2003.
She arrived at Dulles on 6th August 2003 and is seen on display at the Steven F. Udvar Hazy Center as part of the National Air and Space Museum.
Washington Dulles International Airport, Chantilly, Virginia
7th May 2015
"Known world wide as the premier travel icon, Pan Am represents a way of travel long since forgotten; a time when the journey was anticipated and savored as much as the destination. With Pan Am, 'getting there' always meant unmatched civility pooled with the pinnacle of innovation."
Please View On Black as it really does look better. Thanks!
The Boeing 307 Stratoliner was the largest land-based airliner in its day. It was the first pressurized airliner to go into production. The design of the Boeing 307 was based on the wings and tail of the B-17C Flying fortress. The prototype Stratoliner first flew on January 1, 1938. Boeing S-307Stratoliner, NC19903 (shown in this picture) was delivered to Pan American Airlines on March 22, 1940 at Brownsville, Texas. Its Boeing construction number is 2003.
National Air and Space Museum, Dulles IAP (2009)
United States - East-Coast Tour 2009
Boeing 307 Stratoliner, N19903 Pan American Airways
Clipper Flying Cloud
First flown in 1938 and used the wings of the Boeing B-17C
Photo selection
c/n 2003
Built 1940
The world’s first pressurised airliner, the Boeing 307 used the wings and tail designed for the B-17 Flying Fortress. The type first flew in December 1938 and 10 were built. The prototype, which was also the first production aircraft, crashed in March 1939 with the loss of all ten on board. Of the other nine, three were delivered to Pan American World Airways, five to TWA and one to Howard Hughes for a proposed ‘round-the-world’ flight, which was later cancelled due to the outbreak of war in Europe.
“Clipper Flying Cloud” was delivered to Pan American on 22nd March 1940 and during WW2 she was contracted to Air Transport Command to fly on routes to South America. She was sold to Airline Training Incorporated in November 1948 and then to the Corps d'Aviation de l'Armee d'Haiti (Haitian Army Air Corps) in December 1953, where she flew with the serial 2003. She returned to the United States in September 1959 and was initially registered as N9507R before reverting to N19903 in 1960. Over the next few years she flew for Arkansas Air Freight and then Inter-American Inc. before being sold to Aviation Specialties Co. in Mesa, Arizona, and placed in store at Mesa Falcon Field. In August 1972 the Smithsonian Institute traded a Lockheed Constellation for the aircraft and she was moved to the Pima Air Museum in 1973. She remained on public display there until 26th May 1994 when she was ferry-flown to Boeing Field in Seattle. A complete restoration was then carried out by Boeing and she flew again on 3rd July 2001, resplendent in full Pan Am livery. Sadly, she ran out of fuel during a crew training flight on 28th March 2002 and had to ditch in Elliot Bay, Seattle. She was salvaged the following day and returned to Boeing for a further restoration, flying again on 18th July 2003.
She arrived at Dulles on 6th August 2003 and is seen on display at the Steven F. Udvar Hazy Center as part of the National Air and Space Museum.
Washington Dulles International Airport, Chantilly, Virginia
15th March 2018
Source: en.wikipedia.org/wiki/Steven_F._Udvar-Hazy_Center
The Steven F. Udvar-Hazy Center, also called the Udvar-Hazy Center, is the Smithsonian National Air and Space Museum (NASM)'s annex at Washington Dulles International Airport in the Chantilly area of Fairfax County, Virginia, United States. It holds numerous exhibits, including the Space Shuttle Discovery, the Enola Gay, and the Gemini 7 space capsule.
The 760,000-square-foot (71,000 m2; 17-acre; 7.1 ha) facility was made possible by a $65 million gift in October 1999 to the Smithsonian Institution by Steven F. Udvar-Házy, an immigrant from Hungary and co-founder of the International Lease Finance Corporation, an aircraft leasing corporation. The main NASM building, located on the National Mall in Washington, D.C., had always contained more artifacts than could be displayed, and most of the collection had been stored, unavailable to visitors, at the Paul E. Garber Preservation, Restoration, and Storage Facility in Silver Hill, Maryland. A substantial addition to the center encompassing restoration, conservation and collection-storage facilities was completed in 2010. Restoration facilities and museum archives were moved from the museum's Garber facility to the new sections of the Udvar-Hazy Center.
Quoting Smithsonian National Air and Space Museum | Concorde, Fox Alpha, Air France:
The first supersonic airliner to enter service, the Concorde flew thousands of passengers across the Atlantic at twice the speed of sound for over 25 years. Designed and built by Aérospatiale of France and the British Aviation Corporation, the graceful Concorde was a stunning technological achievement that could not overcome serious economic problems.
In 1976 Air France and British Airways jointly inaugurated Concorde service to destinations around the globe. Carrying up to 100 passengers in great comfort, the Concorde catered to first class passengers for whom speed was critical. It could cross the Atlantic in fewer than four hours - half the time of a conventional jet airliner. However its high operating costs resulted in very high fares that limited the number of passengers who could afford to fly it. These problems and a shrinking market eventually forced the reduction of service until all Concordes were retired in 2003.
In 1989, Air France signed a letter of agreement to donate a Concorde to the National Air and Space Museum upon the aircraft's retirement. On June 12, 2003, Air France honored that agreement, donating Concorde F-BVFA to the Museum upon the completion of its last flight. This aircraft was the first Air France Concorde to open service to Rio de Janeiro, Washington, D.C., and New York and had flown 17,824 hours.
Gift of Air France.
Manufacturer:
Societe Nationale Industrielle Aerospatiale
Dimensions:
Wingspan: 25.56 m (83 ft 10 in)
Length: 61.66 m (202 ft 3 in)
Height: 11.3 m (37 ft 1 in)
Weight, empty: 79,265 kg (174,750 lb)
Weight, gross: 181,435 kg (400,000 lb)
Top speed: 2,179 km/h (1350 mph)
Engine: Four Rolls-Royce/SNECMA Olympus 593 Mk 602, 17,259 kg (38,050 lb) thrust each
Manufacturer: Société Nationale Industrielle Aérospatiale, Paris, France, and British Aircraft Corporation, London, United Kingdom
Physical Description:
Aircaft Serial Number: 205. Including four (4) engines, bearing respectively the serial number: CBE066, CBE062, CBE086 and CBE085.
Also included, aircraft plaque: "AIR FRANCE Lorsque viendra le jour d'exposer Concorde dans un musee, la Smithsonian Institution a dores et deja choisi, pour le Musee de l'Air et de l'Espace de Washington, un appariel portant le couleurs d'Air France."