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Post by caravellemexican11 on May 22, 2010 1:00:55 GMT
Yo tambien los Cruzo jeje pero si esto si necesito esperar para el Caravelle 10, Caravelle 11 y Caravelle 12 porque si los quiero para ya descargarlos y volarlos esos 4 aviones si hay diferencia jeje. jeje
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Post by aerofoto - HJG Admin on May 22, 2010 4:39:30 GMT
"SI" amigo .... the CARAVELLE 10R, -10B, -11, and -12 performances will/should all be subtly different (as indeed are is the perforamance of sub versions all HJG aircraft) .... the FDE will certainly take care of that ! Mark C AKL/NZ & BOG/CO
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Post by caravellemexican11 on May 23, 2010 16:50:30 GMT
Hi Mark, Esa Deveria ponerle "Rotate Beacons" de 90° a Todos los caravelle desde el Caravelle 1 al 12 como le hizo Erick Cantu con los Douglas, Convar CV990 y Los Boeing 727 y Boeing 737's del año 2002
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Post by aerofoto - HJG Admin on May 24, 2010 1:40:49 GMT
I'm not sure what Esa's preferences are .... BUT .... I'll support whatever he wishes to do and however he wants to achieve the effect he prefers Mark C AKL/NZ
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macs
CV-990
Posts: 34
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Post by macs on Jun 11, 2010 18:54:47 GMT
To me,with its sleek aerodynamic Comet nose, and mid placement of the horizontal stabilizer, the Sud Aviation Caravelle represents one of the most esthetically pleasing jetliners ever produced. Here are few of my favorite images. On the downwind leg for an approach to Jose Maria Cordova near Medellin, Colombia. Correct altimeter settings are very important when flying in this area, especially so when under IFR conditions. ;D ;D Herman Very nice Herman. I fly the Caravelle also. Even though I love these versions, I'd like to also try the 11R version like from Air Gabon, and try out one of their famous "scary" takeoffs and landings at Oyem.... regards, Macs
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Post by adjetsdes8911 on Sept 25, 2022 21:15:09 GMT
Gracias David "SI CLARO" .... eso es como el intension futuro ! Aca los informaciones recientes del senor Esa KAIHLANEN .... Por supuesto ..... necesito mucho mas trabajo este proyecto. No tienemos nosotros una fecha de estreno cuales concreta ! Mark C AKL/NZ & BOG/CO A long time has passed since that aircraft, 12 years since the Caravelle aircraft was being developed. but. What happened?
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Post by aerofoto - HJG Admin on Sept 25, 2022 22:15:04 GMT
It needs to be remembered we/HJG aren't responsible for the production of this project.
It was being produced by 2 other parties.
We've heard no more .... so .... can neither say nor do any more either.
Mark C AKL/NZ
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Post by walterleo on Sept 26, 2022 7:52:58 GMT
Hi friends:
Por desgracia no puedo ver ningún foto, Sorry can not see any foto.
But the life of the Caravelle 10R with the Mexican airforce was very short after pressed into military service. But for me flying around in Mexican virtual airspace would be a nice addon for my "hangar".
Kind regards
Walter
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Post by walterleo on Sept 26, 2022 13:21:18 GMT
Hi: The Mexican air force actually operated for short time two Caravelle 10 R, seized by Mexican antidrug forces. One airplane was operated as D-ABAK for Aero lloyd Germany, before as EC-BIF for IBERIA and AVIACO. After D-ABAK it was working as HK-3676X for AEROSUCRE and AEROGOLFO (HK-3869) and finally was registered as 10507 for the Mexican air force. www.airlinefan.com/airline-photos/large/1812863/Fuerza-Aerea-Mexicana/Sud-Aviation/SE-210-Caravelle/10507/Another Caravelle was also seized. Both airplanes were seldom or not at all operative with the Mexican air force due to their already very bad condition even they were already registered and painted as 10506 and 10507. Kind regards Walter
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Post by aerofoto - HJG Admin on Sept 26, 2022 15:02:45 GMT
Found the following images of both FAM operated aircraft .... FUERZA AEREA MEXICANA SE-210 CARAVELLE 10R/10B1R # 10507 (1996) .... PHOTOS: Christian VOLPATI and Tim SPEARMAN FUERZA AEREA MEXICANA SE-210 CARAVELLE 10R/10B1R # 10506 (1998) .... PHOTOS: Augusto GOMEZ R They were -10R's (otherwise also known as -10B1R's) .... and for which we "DO" currently host the correct model version/s, so, its up to any of our painters whom may be interested. "CAUTION" here though because if aircraft # 1056 is represented then it requires the non-VHF model, but, if aircraft # 1057 is represented then it requires the "VHF" model (the one with the upper fuselage ridge). Again we "DO" offer "BOTH" 3D model versions for the -10R/10B1R.Mark C AKL/NZ
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Post by walterleo on Sept 27, 2022 8:51:08 GMT
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Post by walterleo on Sept 28, 2022 15:38:28 GMT
Hi friends: Seems the most promising work to bring a Caravelle back to flying condition ist that: www.lecaravelleclub.org/So hopefully this Caravelle III will fly one day also for real again. The most serious problem is, that Airbus did not renew the type certificate anymore. Kind regards Walter
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Post by walterleo on Oct 24, 2022 16:40:56 GMT
Hi friends:
Some interesting facts about Caravelle: It could glide like a sailplane having a glide ratio of 1:22 means from 10000 m of altitude it would glide 220 km! And it was demonstrated twice in practise so by Sud Aviacion from Paris to Dijon it glided 260 km from FL 410 and similar did Aerolineas Argentinas. Its hull was so well built it survived a bomb in its freight compartment (Austrian Airlines) and a mid-air with a propeller lightplane (Air Algerie), its propeller did turn off a big part of its upper hull killing one and injuring 18 passengers inside. In both cases the Caravelles could land safely. Kind regards
Walter
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Post by aerofoto - HJG Admin on Oct 27, 2022 7:01:39 GMT
The CARAVELLE's atributes go a lot further than just being a very well designed, capable, and robust aircraft. It was .... - the first European production civil jetliner. - the first twin engine civil jetliner. - the first civil jetliner to feature rear fuselage mounted engines. - the first civil jetliner to feature ventral/rear fuselage boarding. - the first jetliner to be designed specifically for the short haul market Among it's technical features .... it actually used the entire COMET nose/forward fuselage section under license from DE HAVILLAND. It was built in 9 basic and different versions .... accounting for a total production of 282 aircraft units between 1958 and 1972 .... and flew with a multitude of different operators around the world (including UNITED AIRLINES in the USA) .... and including both government agencies as well as military services too. In summary .... it was "A VERY UNIQUE AND VERSATILE AIRCRAFT".A lesser known detail in the CARAVELLE history is .... DOUGLAS AIRCRAFT COMPANY entered into an agreement with SUD EST AVIATION to market the CARAVELLE within the USA .... and would also undertake building these aircraft "under license" too should any customer place an order sufficiently large to be economically viable or in the event that SUD EST facilities in Toulouse, France, should be unable to cope with increased orders. This agreement also involved SUD EST marketing DOUGLAS jetliners within French speaking territories around the world too. Although short-lived this cooperation arrangement led to the development of a single CARAVELLE VIIA which supported the titles of both manufacturers and was also powered by US produced GE CJ805-23 aft-fan turbo-fan engines .... It was originally intended that this aircraft would be further refined and developed into the “Americanized” CARAVELLE 10A .... which generated interest from TWA but whom was unable to commit to such an order due to its late 1850's/early 1960's (and to some extent Howard HUGHES induced) financial crisis at the time. No other "US interest or orders" were forthcoming though .... beyond a UNITED AIR LINES order for 20 CARAVELLE VIR's, produced by SUD EST at its Toulouse, France, based facility and which were delivered to the airline between May 1961 and February 1962 .... the last of which remained in service with the airline until March 1972 .... and which also included options on a further 20 aircraft but which were never taken up. DOUGLAS therefore declined to renew its agreement with SUD EST when it expired during late 1961. However throughout 1962 DOUGLAS worked on its own rear-fuselage mounted engine design for what was destined to become the short-haul DC-9 .... using technical information gained throughout its brief CARAVELLE courtship. The first DC-9 (N9DC) was rolled out 10 months later, and performed its maiden flight on February 25th 1965 .... albeit that Mr DOUGLAS Snr's comment during the aircraft's roll out ceremony .... "the DC-9 is the CARAVELLE" .... enraged SUD EST and likely became one of the justifications for France later pursuing its aviation development ventures independently (the Anglo-French CONCORDE being a notable exception though) until dawning of the AIRBUS era. Mark C AKL/NZ
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Post by walterleo on Oct 27, 2022 14:05:03 GMT
Hi friends:
One design detail, which in France was well anticipated was the cruciform tail, which avoided deep stall troubles, which other airplanes with T-tail and rear mounted engines encountered or had to avoid with additional electronic or ingenious aerodynamic devices. T tail airplanes need also structural beef up of the vertical stabilizer so adding more unnecessary weight at the rear. The Piper Tomahawk had a T-tail also and it was infamous for its danger of not coming out of a spin during primary training. The Tomahawks overall accident rate was only a third of the Cessna 152 trainers but its stall-spin accidents were five times higher. Investigations into that behaviour led to Airworthiness Directive 83-14-08 demanding stall stripes on the wing and the minimum allowed airspeeds were increased. I flew various hours in the Tomahawk, but always with a flight instructor. The airplane felt quite well built but my instructor demanded strict low-speed discipline.
Kind regards
Walter
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