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Post by Erik Ingram - HJG on Jan 10, 2022 17:59:59 GMT
Once again, I hope everyone's having a pleasant start to another new year! Jumping right back into the thick of things, here are the first new liveries from me for 2022- hope you enjoy! For much of its existence, Swissair had a lease arrangement with Air Afrique, the unified airline of several French-speaking West/Central African nations. As such, small Air Afrique titles were placed on the aircraft in question during their lease periods, even when they were flying regular Swissair routes. First up is HB-IHD circa 1978, in Swissair's delivery scheme.  Next is HB-IHI circa 1985, in the updated "chocolate stripe" livery.  Throughout 1991, the entire Swissair fleet was given small stickers to commemorate the 700th anniversary of Switzerland's confederation in the year 1291. Because it was applied fleetwide, it can, in a way, be considered the "standard" appearance for that year, although they were mostly removed by mid-1992.  Coming back across the Atlantic, we also have one more variant of United's 727 fleet; N7045U wore what was probably the most basic version of the "Stars and Bars" livery, with simplified titles and no stars.  |
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Post by Erik Ingram - HJG on Jan 13, 2022 18:12:55 GMT
Next up we have N794AJ, a 727 operated on behalf of Zero-G Corporation circa 2018. Originally delivered to Braniff as N442BN, it was later converted to a freighter for AmeriJet (hence the registration), and was later adapted for use as a publicly-charterable zero-g trainer. In 2015 it was transferred to Everts Air Cargo for operations and maintenance, and continues in service currently.  |
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Post by Erik Ingram - HJG on Jan 23, 2022 0:03:58 GMT
Continuing the trijet line, here are several non-standard but nevertheless significant L-1011s as operated by American Trans Air from the 1990s! First up is L-1011-1 N183AT circa 1995, in a very-clearly ex-LTU paint job. ATA bought four of LTU's L-1011s, but only put ships 181 and 183 into service. Ultimately, all were broken up for parts in the early 2000s, and donated exit doors for modifications to ATA's L-1011-500s.  Next is TriStar 50 N189AT, seen around 1996. It was a hybrid of the belly from the then-new "palm tree" livery, but with the old tail design.  Then we have N188AT circa 1997; while it looks a little like a lease special, it's actually a "debadged" livery. Since ATA was a leading operator of US military charters into sensitive locations, most of the identifying features of the livery were removed (aside from the titles). Once rotated back into standard passenger service around 1999, it was given the full livery treatment again.  Finally, here's N189AT again circa 1998; by this time it had gotten the accompanying blue tail, but still no other livery markings.  |
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Post by aerofoto - HJG Admin on Jan 23, 2022 1:57:36 GMT
That's what I like about the L-1011 TRISTAR's .... no sooner do we think we've3 "nailed the lot", then, some more pop-up out of the blue/web  "ALL HISTORY" .... and regardless however plain some of these planes may appear "that's what we're about here" .... and precisely what the "H" in "HJG" stands for  Mark C AKL/NZ |
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Post by Tony Madge - HJG on Jan 23, 2022 18:54:14 GMT
Yes there are a few not covered, I have two almost ready to preview, these ones of Erik's are a great addition to the TriStar memory |
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Post by aerofoto - HJG Admin on Jan 23, 2022 21:22:54 GMT
"IF ONLY" we had "SOMETHING ELSE" .... then .... we could expand that particular project "EVEN MORE". There's a possibility we could have/get it yet, but, I'm not holding my breath in anticipation Mark C AKL/NZ |
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Post by Erik Ingram - HJG on Jan 25, 2022 16:38:23 GMT
Thanks guys I definitely had to do some digging to find those, that's for sure! Continuing the trijet bonanza, here's the last of the Swissair special DC-10s; HB-IHL received a special sticker to commemorate the launch of service to Los Angeles in November 1989.  |
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Post by aerofoto - HJG Admin on Jan 26, 2022 6:01:16 GMT
Nice rendition Erik.
This completes each the 3 recently requested hybrid/celebration liveried SWISSAIR 10's .... and which will also be a nice accompaniment for your earlier completed SWISSAIR 10 with the "LAST DC-10 FLIGHT" legend.
They'll also be a nice extension to our SQ DC-10 "CALIFORNIA HERE WE COME"/inaugural flight hybrid .... and our NATIONAIR DC-8 hybrids with service advertising legends .... and not forgetting our EAL and DAL 1779-1976 US Bicentennial hybrids too .... among a number of others we offer as well.
Mark C
AKL/NZ
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Post by Nathan Ford - HJG on Jan 27, 2022 8:25:38 GMT
Amazing job as always Erik, love the Swiss one’s. 💙
Nathan
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Post by aerofoto - HJG Admin on Feb 1, 2022 23:44:13 GMT
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Post by darrenvox on Feb 3, 2022 1:37:04 GMT
Well done erik
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Post by aerofoto - HJG Admin on Feb 4, 2022 0:24:37 GMT
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Post by Erik Ingram - HJG on Feb 4, 2022 18:26:10 GMT
I'd painted these a while back and have just been sitting on them, but Mark's recent presentation of Sabi's fictional VC10s inspired me to go ahead and reveal them! There's some backstory behind them, which may be worthy of its own presentation later on, but here's the brief version. In 1959, BEA was in the market for a new short-haul jet, and approached both Boeing and de Havilland for proposals. Lord Douglas, BEA's chairman at the time, suggested that the two companies collaborate, and early on, this appeared to be a mutually-agreeable idea. Initially, the Trident was further along in the design process, and the possibility of Boeing building them under license in the US was considered. However, as other US carriers such as American, Eastern, and TWA signed on to the project, the 727's design evolved to accommodate their input, and the two designs became more and more divergent. Still, DH invited members of the 727 team to England to demonstrate their work on the Trident, and in the process shared most of the technical details and knowledge they possessed of the aircraft. While Boeing reciprocated the offer and allowed DH engineers to visit their facilities, they were much more guarded about the 727 and only shared the basic details. This level of trust on DH's part was later regarded as a massive strategic error which influenced later British aircraft project procedures. Ultimately, BEA's input would heavily customize the Trident to its own specifications, which handicapped its marketability to other customers. Many of these, such as Pan Am and Air France (its primary competitors on short intra-European routes) had ordered 727s which offered competitive advantages in that their P&W JT8Ds were a fair bit more efficient than the Rolls-Royce Spey, and they had a significantly greater passenger capacity . In June 1966, BEA requested permission to purchase 727-200s and 737-200s to supplement the Tridents and replace its remaining turboprops, but were denied by the British government, similarly to the US airlines that had tried to acquire BAC 111s and were redirected to the DC-9. This, combined with the cancellation of several other British aircraft projects, led BEA to acquire Trident 3Bs and BAC 111-510EDs from 1968 onward. While they never came to be, I think BEA's liveries would have looked very attractive on the 727, and it's interesting to see what might have been!   |
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Post by Tony Madge - HJG on Feb 4, 2022 18:33:30 GMT
The problem with the Trident was that it was built to the specs of BEA which cost it in world wide sales, it ended up being inferior to the 727 when if allowed to progress without interference from BEA and the Government it could have had a far better service history.
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Post by brn1976 on Feb 5, 2022 11:50:44 GMT
I'd painted these a while back and have just been sitting on them, but Mark's recent presentation of Sabi's fictional VC10s inspired me to go ahead and reveal them! Oh my god, what have I done!?!  Very nice liveries Erik! Actually it was the same backstory of British government interfering that inspired me for my VC-10 liveries. What if also overseas Commonwealth governments had insisted on buying British? Cheers Sabi |
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