Post by Erik Ingram - HJG on Mar 11, 2021 23:43:51 GMT
I've actually had these in the works for a while, but only recently got around to completing them; this is the remainder of the USA Jet DC-9 fleet, complementing the pair Tony has already done. In order:
DC-9-15F N197US, 1998. Seen in the original paint scheme, this aircraft was originally built as an RC for Continental. It was withdrawn from use around 2005 and harvested for parts for the remaining fleet.
DC-9-15 N191US, 2011. Used for passenger charters, this one sported the new paint introduced that year. Previously it was N300ME with Midwest Express.
DC-9-32F N205US, 2008.
DC-9-31 N231US, 2012. This was the only passenger -30 to get the new colors, but only wore them briefly before retirement in 2013.
DC-9-33F N327US, 2015. Still active in service, this full freighter also wears the current livery.
Post by Erik Ingram - HJG on Mar 17, 2021 16:46:57 GMT
Two more DC-9 freighters from south of the border, which should really truly complete the Aeronaves TSM fleet
DC-9-33F XA-UZJ, 2020, in the red scheme:
DC-9-33RC/F XA-UOG, 2020, in a scheme representing TSM's contract with MercadoLibre. It's sort of a hybrid between Amazon and eBay for the Latin/South American market, and has recently started contracting air cargo arrangements similar to Amazon.
Post by Erik Ingram - HJG on Mar 23, 2021 19:38:19 GMT
In doing a little more digging, it appears United's 727-100C fleet sported the full array of livery variations during the 1970s (as did the passenger fleet). To complete the lineup, here's N7412U as it would have looked around 1974 with the full "Stars and Bars" livery, complete with some very '70s serif titles.
Post by aerofoto - HJG Admin on Apr 1, 2021 1:04:46 GMT
These are "THE LAST" I'll be presenting for a while .... due to unavoidable "changing (medical) circumstances"
"THESE" being 3X new "DC-9-30PF's" (not standard -30's or -30CF/F's) as follows ....
AIRBORNE EXPRESS DC-9-31PF N944AX (1999)
AIRBORNE EXPRESS DC-9-32PF N944AX (2001)
DHL/ABX AIR DC-9-32PF N944AX (2004)
The DC-9 -30PF was "essentially" a freighter conversion of former standard -30 aircraft, but, without the port side forward fuselage main deck cargo door of the -30RC, -MC, and CF/F versions, and nor did these aircraft feature strengthened floors of their convertible/freighter configured counterparts either. These aircraft were effectively "PARCEL" type freighters.
Ours is based on a JT8D-7 engine configuration (there were some -D9 powered examples of these aircraft too, but, liveries applicable to these other aircraft/engine type versions are/were effectively "the same" as those we've assigned to our -D7 simulation (no real point in repeating textures just for the sake of an engine/base pack variation .... although we'll see what happens, in the future, as some privileged/in the know of what I do, "HAVE" already expressed interest) and which is "the more common" engine type among -30PF aircraft. Ours will feature a basic PAX configuration, but, converted to a "CARGO" assignment .... and also be composed of a lower "EMPTY WEIGHT". Therefore ours .... requiring less fuel download in order to meet its assigned MTOW ... will also be slightly more range capable than our -D7 powered -30 PAX simulation. I can't guarantee getting these into the next and forthcoming release. We've "A HELL OF A LOT" to release .... and which "IS" proving to be something more of a logistical exercise than normal (more-so given the limitations of our own time/availability at the moment) .... and these plans can't be rushed anyway. BUT .... that's the way it "IS". We will "GET THERE".... one day soon/eventually.
Before anyone sais we've "already got an AIRBORNE EXPRESS DC-9-30PF livery BLA BLA BLA" .... be advised whilst that's true these 2 new -30F liveries "ARE NOT" the same as that we already currently host. Font types (primarily) and pin-striping .... or the lack of this particular feature .... being the primary differences among what we have or are about to release. In addition to these differences each of these 3 new textures will be "THE FIRST" (so far as I've, at this time, been able to determine) to be assigned Nick's hitherto unused "06" version "DC-9-30" model .... which features lengthened (HK modified) engine nacelles. This particular engine detail isn't so apparent among either of the above official portraits for these textures, but, "IS" evident per the following imaged comparisons between our "02" (most widely used) and "06" DC-9-30 3D models.
DC-9-30 MODEL 02
DC-9-30 MODEL 06
In both of the above cases (and as is the case among each of our other B717-200, DC-9, and MD-80 3D models too) the port side folding air-stairs, at DOOR 1L, functions on the basis of the FS9 "CONCORDE VISOR" commands (which need to be manually assigned within FS) .... and as such .... these can't be made to work in FSX which utilizes a different combination of key board commands (it's incompatible with these 3D models) for a similar CONCORDE VISOR animation. The main DOOR 1L exit animation .... including the starboard side lower fuselage baggage/freight compartment doors .... "DO"/should each function in FSX though and on the basis of the standard FS "SHIFT+E" (EXITS) keyboard commands. And the ventral air stairs "DOES"/should also function in FSX and on the basis of the standard FS "TAIL HOOK" keyboard commands (which also needs to be manually assigned within FS). All of our DC-9 models are otherwise "FS9 NATIVE" as well as being "FSX PORTABLE" too .... however .... the panels, and currently downloadable sound packs, we offer for these simulations are "FS9" customized only. In the case of the sound packs .... "NEW" FS9 and FSX customized audio (separate files for both FS platforms) will soon be released.
Post by Erik Ingram - HJG on Apr 8, 2021 18:33:30 GMT
I've had this one on my to-do list for ages, so today it's finally ready to go! This is the Boeing 737-300 prototype, N73700, as seen during the flight test program in 1984. It wears the logos of the six airlines that had placed firm orders up to that point (USAir, Southwest, Orion, Western, America West, and CP Air), though these were added sometime after its first flight. It was delivered to USAir as N350AU in April 1985, was re-registered N371US in 1988, and flew with US Airways until it was retired in 2005.
Post by Erik Ingram - HJG on Apr 14, 2021 2:22:35 GMT
...And here's the -400! It first flew in these colors on February 23, 1988, and participated in the test program before going to Piedmont on March 2, 1989 as N402P. It was immediately re-registered N404US and flew under that registration until going to Avior as YV2946 in 2013.
Post by Erik Ingram - HJG on Apr 18, 2021 20:47:20 GMT
I was a little surprised that these weren't a part of the collection yet, but here are a pair of Qantas 737-300s representing a couple of variations on their long-standing livery. The initial fleet of 32 (16 -300s and 16 -400s) was inherited from Australian Airlines when the two merged from 1992-94, and this is VH-TAH as seen in its newly-acquired Qantas colors with "The Australian Airline" titles:
Beginning around 2000, small revisions were introduced, including slightly larger titles and a new "The Spirit of Australia" legend, worn here by VH-TJA circa 2002:
The -400 fleet also wore these same variations, and they'll be appearing soon.
Post by Erik Ingram - HJG on Apr 20, 2021 19:26:51 GMT
You're very welcome!
Back to the -135 family briefly with couple more special-purpose birds. 57-2589 served in various VIP capacities almost its entire career, and is seen here around 1995 when it was the transport for the commander of the newly-constituted US Strategic Command (spiritual successor to SAC). As it wasn't always needed in this role, it also saw use as a crew trainer and general staff transport with the 55th Wing at Offutt AFB. Around 1997 it was transferred to the Pacific Air Forces at Hickam AFB in Hawaii, and in 2003 it entered service as the third "Speckled Trout" aircraft, which performed testing and carried the Air Force Chief of Staff around. Finally, it was retired to Lackland AFB, Texas as a ground trainer, where it still resides today.
Then we have 60-0378, a C-135A of the 89th Military Airlift Wing circa 1975. After serving as a zero-gravity trainer from 1968-73, it was transferred to VIP duty, and assigned to Andrews AFB with the 89th from 1975-77, alongside its TF33-powered brethren. It then served as a support aircraft at Offutt until 1993 when it was retired to Tinker AFB, Oklahoma as a battle damage repair trainer. Technically it's a C-135, but the most correct model for this configuration is found in the KC-135A base pack.
Post by Erik Ingram - HJG on Apr 24, 2021 1:22:15 GMT
Next we have a pair of Northwest 727s from different periods; first is N471US from 1966. A small number of Northwest's 727-100s sported metal on the rear part of the tail as opposed to the all-red variant, and this one also had a wraparound ribbon on the nose.
Next is N480US circa 1988. Most of the 727-100s were leased or sold during the 1970s, but had started to re-enter the fleet in the mid '80s. A few of them received the updated titles that came after the 1986 Republic merger.
Post by Erik Ingram - HJG on Apr 30, 2021 17:23:11 GMT
Been working on this one for a while because there aren't many reference images, but here's the second of the two E-8A prototypes! Although the test program wasn't officially complete, both aircraft were pressed into service during the Gulf War of 1990-91 with the specially-constituted 4411th Joint Stars Squadron at King Khalid Air Base in Saudi Arabia. They proved extremely effective at tracking the ground movements of Iraqi army divisions, which helped secure final program approval shortly afterwards. During this time, N8411 retained its civil registration and program markings on a light ghost gray camouflage scheme. After the end of combat operations, it was converted to a TE-8A with a training suite for new equipment operators, and given the serial number 86-0417. Most sources indicate that it was broken up for parts in 2000, though a few suggest it's still in service in test roles, and its exact fate is uncertain. This is how it looked around January 1991.