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Post by alex94 on Oct 12, 2021 4:11:53 GMT
Wow! Very awesome erik, nice to see the KCs sticking around some more
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Post by darrenvox on Oct 12, 2021 9:37:36 GMT
agreed
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Post by Erik Ingram - HJG on Oct 12, 2021 19:40:45 GMT
Thank you! Of course, at the rate that the KC-46 program is going, I'm sure the USAF's existing aircraft will be around much longer than ever anticipated. Here's a pair of related early 727s; the first is N7003U as seen during Boeing's promotional campaign in October 1963. Although it was built for United and wore their basic colors, it never actually flew with them. Instead it went to Piedmont as N68650, and was unfortunately lost in a midair collision near Asheville, North Carolina in July 1967. United eventually acquired a different 727 with the same registration, which flew with them from 1965 to 1978. While I was working on that, I decided to revamp my rendition of N7009U; the original featured somewhat incorrect colors because the references I was using had some color distortion, which have been fixed for 7003 and now this one.
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Post by darrenvox on Oct 12, 2021 20:11:23 GMT
thats e2, the second prototype...the first was the yellow one
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Post by aerofoto - HJG Admin on Oct 16, 2021 21:50:28 GMT
As Erik mentioned above .... his UA N7009U livery is an "UPDATED/FURTHER IMPROVED/REPLACEMENT" version of the same texture file he produced for us featuring the airlines earliest livery for the B721. On a historical note and in relation to the his N7003U subject .... the BOEING promotional B721 .... Both the B727 and HS TRIDENT were developed, and marketed, around the same period (as were more advanced CARAVELLE versions too). During development a BOEING delegation was welcomed by the HAWKER SIDDELEY facility in the UK .... where they were shown "much of" the TRIDENT. The story also goes that BOEING later reciprocated by inviting an HS delegation to its Seattle facility .... where they saw "very little of" the B727 During October 1963 the B727, and TRIDENT, undertook sales/promotion tours to prospective airline customers on behalf of their respective manufacturers .... and which included the Middle and Far East. At Karachi B721 N7003U, and TRIDENT 1 G-ARPE (in original form without the tail located APU), both shared the apron together .... where crews and sales representatives of both manufacturers got to look over each others aircraft. During this tour HS was proposing its larger/and more powerful TRIDENT 1F (not built) to ANA of Japan. The B727's superior T/O and payload/range performance became evident during this tour. Although negotiations continued between HS and ANA for a time afterward .... the B727 was eventually ordered by ANA .... and later by JAL too. Interestingly, considering colonial and diplomatic links between the UK and both Australia and NZ, the TRIDENT was never demonstrated in either dominion country, although the British government of the day did apply intense pressure upon Australia to buy the TRIDENT (in the case of both ANSETT and TAA), and BAC ONE-ELEVEN (in the case of NZNAC) .... actually going so far as to "threaten" restricting trade between NZ, and the UK, if NZ didn't buy British. As things came to pass though both ANSETT, and TAA, had already earlier committed to the B721, as had NZ to the B732 and which was a far better choice of aircraft. That BOEING promotional B721 is "a nice historical" addition Erik .... once one's aware/understands the history behind these things/aircraft and which is precisely what the "H" in "HJG" stands for Beyond being an FS website we've also "always" been an aviation (civil aviation predominantly) history dedicated one first and foremost and over he past 21 years, so, that subject fits in nicely Mark C AKL/NZ
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Post by darrenvox on Oct 17, 2021 7:33:23 GMT
they called n7003u E2
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Post by Erik Ingram - HJG on Oct 25, 2021 17:55:38 GMT
This one took me quite a while to figure out how to paint, and due to some model limitations it's not quite a perfect representation, but here's N479HA of Hawaiian Airlines circa 2020 in the airline's current livery. As you can see, it features a lei wrapped around the fuselage, as well as an updated rendition of their longstanding "Pualani" logo on the tail. If you prefer your 717s without eyebrow windows, here's N493HA circa 2019, which was originally N922ME with Midwest.
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Post by aerofoto - HJG Admin on Oct 25, 2021 18:40:32 GMT
"POLYNESIAN PERFECTION" .... is all I can say Mark C AKL/NZ
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Post by darrenvox on Oct 25, 2021 19:01:25 GMT
nice
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Post by Herman on Oct 27, 2021 12:28:54 GMT
All very beautiful.... Herman
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Post by Erik Ingram - HJG on Oct 29, 2021 21:33:38 GMT
Thanks guys! The ever-indestructible cargo-carrying DC-9 continues to receive new paint with its various operators; this time it's Ameristar's turn to roll out a new scheme on its fleet! N785TW is seen at present in its latest paint job, and it has been joined by N783TW and N784TW in the meantime.
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Post by darrenvox on Oct 29, 2021 22:10:38 GMT
ooh cool
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Post by aerofoto - HJG Admin on Nov 5, 2021 0:51:55 GMT
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Post by aerofoto - HJG Admin on Nov 5, 2021 23:34:24 GMT
Another "HISTORIC" masterpiece by Erik. This one featuring VC10 .... "G-ARTA" .... as it first appeared during flight testing and whilst supporting early 1960's era BOAC livery with additional VICKERS ARMSTRONGS logos and titles .... VICKERS ARMSTRONGS/BOAC VC10 1100 (prototype/demonstrator) G-ARTA (1962)G-ARTA, C/N 803, was the VICKERS prototype and demonstration airframe for the VC10 series. It was rolled out on April 15th 1962 and first flew on June 29th 1962 under the command of Chief Test Pilot Jock BRYCE with Brian TRUBSHAW (of later CONCORDE development and flight testing fame). Initial test flying of the VC10 revealed serious drag related problems that impaired VICKERS performance guarantees for the type, and which forced a number of wing and engine pylon related modifications, imposing an extended flight testing period during which these refinements were applied prior to this aircraft being certified as the STANDARD VC10 type on April 23rd 1964 .... some 2 weeks prior to the first flight of the SUPER VC10. Between September 3rd and 9th 1962 G-ARTA participated in the Farnborough Air Show. Beyond its VICKERS flight testing and development service G-ARTA was refurbished to civil configuration, re-designated a VC10 1109, and sold to LAKER AIRWAYS whom immediately leased it to MEA, registered OD-AFA, and with whom it served from February 1st 1968 until March 1st 1969. Upon the conclusion of its MEA lease this aircraft re-acquired its original G-ARTA registration on April 15th 1969 and entered service with BRITISH UNITED AIRWAYS on April 18th 1969 .... named "Loch Ness". It was transferred to BRITISH CALEDONIAN AIRWAYS during September 1971 following the re-branding of BUA. G-ARTA was damaged as the result of a heavy landing at LHR on January 28th 1972. Deemed uneconomic to repair it was W/O .... it's registration being cancelled on August 12th 1974 after which this aircraft was scrapped. ADDITIONAL HISTORICAL NOTES RELATING TO VC10 G-ARTA .... AND VC10 PRODUCTIONwww.vc10.net/History/Individual/GARTA.htmlWe may see a little more of G-ARTA later on, but, that's Erik's "SURPRISE" Mark C AKL/NZ
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Post by Erik Ingram - HJG on Nov 10, 2021 23:24:18 GMT
Indeed it is! In the meantime here's some other British history, in the form of three more BAC 111-500s representing BEA's 510ED model. From 1946, BEA was one of the three airlines authorized to serve West Berlin (alongside Pan Am and Air France). This operation saw aircraft and crews based there, which operated German domestic routes as well as connecting to their home base in London. Pan Am had introduced 727s on these routes in 1966, and after a period of evaluation, BEA purchased the BAC 111-500 to help remain competitive. At the same time, Air France withdrew from West Berlin in 1969 as they had struggled to keep up market share following the move to Tegel Airport in 1960, a move partially necessary as a result of the Caravelle's extremely poor short-field performance at Tempelhof. Consequently, they entered a joint-venture with BEA whereby they were able to market a portion of the available seats on the BEA-operated aircraft. This also saw BEA's branding diminished on the aircraft in question; they received an all-blue tail with "Super one-eleven" titles and small BEA logos on the forward fuselage. G-AVML is seen in this livery circa 1971: G-AVMO was swapped in from BEA's main operation in the spring of 1972, so the red portions of its standard "Speedjack" tail design were painted out and its titles were removed. The joint venture with Air France was discontinued in the fall of 1972, at which point its regular livery was reinstated. Finally, after the BEA-BOAC merger in 1974, numerous hybrids began to appear, including G-AVMS, wearing the full BEA colors with its new BA titles.
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