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Post by Erik Ingram - HJG on Aug 11, 2019 18:43:26 GMT
Quick one in the form of D-AHLT, a 727-2K5 Advanced of Hapag-Lloyd circa 1985:
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Post by darrenvox on Aug 15, 2019 3:55:07 GMT
looks amazing
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Post by Erik Ingram - HJG on Aug 17, 2019 19:20:52 GMT
Next off the line is a series of Taiwanese MD-90s, operated by a variety of carriers. UNI Air was the only original operator of them, but two were leased to Far Eastern Air Transport from 2002 to 2004, including B-17918: Some were also transferred to EVA Air (UNI Air's parent airline) in an effort to balance capacity between the two, and B-17917 was one of those airframes, seen circa 2010: Finally, by 2015, the UNI Air fleet had gotten this simplified and revised livery (as compared to the original, which is also on my to-do list), which was great at showing dirt! All three of these aircraft were later sold to Delta, but were only used for spare parts and were then broken up at Blytheville, AR in 2017.
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Post by aerofoto - HJG Admin on Sept 2, 2019 13:20:47 GMT
"IF" your meaning when will what´s displayed be publicly available, then, the answer to that is .... as soon as can be "conveniently arranged" Need people to understand HJG "does not ever" schedule or timetable it´s releases. What may, in the past and recenly too, have been perceived, by some, to be monthly installments is nothing more than "coincidence". All website updates (and even pre-release previews too) are attended to as our personal cirscumstances permit .... and are then publicly available once announced. Thanks for your interest though Mark C BOG/CO
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Post by darrenvox on Sept 5, 2019 22:59:46 GMT
I love ths3es thanks aerofoto and Erik, however I never enjoyed the white-colored ones when they existed!!
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Post by Erik Ingram - HJG on Sept 9, 2019 20:16:15 GMT
Thanks guys! Going back about 20 years, here's another Caravelle for you all (albeit with some liberties taken based on the available models). The Caravelle 10A was proposed as the U.S.-market model, and featured a number of modifications from earlier versions. These included a modest 3-foot stretch, moving the windows eight inches higher on the fuselage, an improved wing with a different flap design, and General Electric CJ805 engines (not modeled here). Production was planned to be a joint venture with Douglas, but when it was apparent that there was little interest in the Caravelle outside of United's order, this was canceled (though some Caravelle systems architecture did make its way into the DC-9). The airframe had flown with CJ805s starting in 1960 as the Caravelle VII. This is F-BJAO depicted as the 10A prototype as seen around September 1962, albeit with the original Avon engines:
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Post by aerofoto - HJG Admin on Sept 10, 2019 19:29:34 GMT
A "technical co-operation agreement" was established between SUD EST AVIATION and DOUGLAS during 1960 (and which might have resulted in the CARAVELLE 7A and -10A both achieving production status and US operation too had events not ultimately conspired to the contrary) .... to the extent that DOUGLAS was apponted, by SUD EST, as world-wide general sales and technical support agent for the CARVELLE .... except in continental Europe and French speaking regions of the globe .... and would also undertake to construct CARAVELLE´s within the USA should sales exceed beyond what the SUD EST production line in Toulouse, France, could support .... and for its part SUD EST AVIATIOM would also promote DOUGLAS jets within French speaking regions the world too. DOUGLAS, at this time, had also been working on its developing DC-9 project .... since 1958 .... but which, at this stage, resembled a 4-engine medium haul jetliner .... somewhat smaller than its DC-8. What ultimately eventuated though was DOUGLAS was apparently more interested in learning "how to engineer a rear-mounted twin-engine jetliner" than actually promoting the CARAVELLE .... and the American/French relationship soon collapsed. When DOUGLAS launched it´s definitive DC-9 during 1965 .... Donald DOUGLAS Snr uttered words that ruffled feathers across the Atlantic and for many years afterward when he stated .... "THE DC-9 IS THE CARAVELLE".
Like the proposed GE-CJ805 powered CARAVELLE 7A .... the CARAVELLE 10A (also mooted with GE engines) was engineered in accordance with prospective TWA specifications .... but .... both environmental and performance reliability related issues associated with the GE engines, and the collapse of the US/French accord too, saw both of these proposals fail to come to fruition. Whilst some CARAVELLE 10A airframes had been produced in anticipation of a US order, these were later re-engineered for P&W JT8D-1 power (despite its slightly lower thrust rating than the GE engines), and were eventually completed as CARAVELLE 10B/-10B3 aircraft.
Mark C BOG/CO
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Post by Erik Ingram - HJG on Sept 16, 2019 18:26:27 GMT
Here's another special 727, representing N64347 of TWA as it looked around 1999 in a livery promoting the St. Louis Rams football team. In conjunction with the Rams' move from Los Angeles to St. Louis for the 1995 season, TWA purchased the naming rights to their new stadium and served as one of their primary sponsors. When this aircraft was retired, a 757 received a similar treatment, albeit with the Rams' then-new navy blue/metallic gold color scheme.
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Post by Erik Ingram - HJG on Sept 26, 2019 3:34:18 GMT
And now for something completely different! Here are two MD-81s of Toa Domestic Airlines, which became Japan Air System in 1988. First up is JA8459 as seen in 1981 in its delivery scheme of dark green and red stripes: Next is JA8468 in the simplified version of what was Airbus' then-current house livery circa 1987. It was introduced on TDA's A300s, and was popular enough with management that it was rolled out to the rest of the fleet. Both aircraft went to Midwest Express in 1998, and spent the remainder of their careers there until retiring in 2008 and 2009 respectively.
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Post by Nathan Ford - HJG on Sept 26, 2019 11:38:50 GMT
Oooooh, nice ones Erik 😮
Nathan
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Post by Erik Ingram - HJG on Sept 29, 2019 22:20:57 GMT
Thanks! Here's one I'd been planning to do along time ago, and somehow only got around to finishing recently: KLM 737-406 PH-BDW, 2009
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Post by Erik Ingram - HJG on Sept 30, 2019 18:50:01 GMT
I had sort of thought that when I was done with the BAe-146 fleet, most o the wacky PSA/USAir hybrids that resulted from their 1988 merger had been completed...but I was wrong! The MD-80 fleet sported a number of unusual variants on all of the liveries floating around at the time; here are two, with a couple more to come: N830US, 1988. USAir titles on the experimental straight stripes PSA applied to a few aircraft in the mid-'80s. Compared to the original (that also had the modernized gray titles), this one had a metal underside as well as the standard tail design. This was formerly N952PS. N811US, 1988. PSA titles on the basic USAir livery, with no tail titles and a non-standard anti-glare patch under the cockpit windows. Previously N935PS.
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Post by Erik Ingram - HJG on Oct 2, 2019 18:09:06 GMT
And the remaining two: N826US, 1988. Standard USAir livery, but curiously missing tail titles. Previously N10028, this aircraft also flew with Muse Air, Jet America, and Midway before being acquired by PSA in May 1985. N822US, 1988. One of a small number of MD-82s that PSA operated, this got USAir titles on the basic standard PSA livery, and was the only one to also receive tail titles before a complete repaint.
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Post by Erik Ingram - HJG on Oct 3, 2019 21:47:04 GMT
Going further down the PSA MD-80 rabbit hole, I decided to do these two for completeness! MD-81 N929PS, 1981. Standard livery as it appeared just after delivery in July 1981, with the registration painted on the engine nacelle. It was the sixth one delivered, and became N805US after the merger. Here's N10028 in its previous guise, as seen around 1987. It had a non-standard gray underside, and white engines.
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Post by darrenvox on Oct 4, 2019 0:33:56 GMT
wow well done!!
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