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Post by acourt on Apr 20, 2010 22:01:38 GMT -5
I see I'm not the only closet jet-fan around here! I definitely have a soft spot for the old water wagons and smoke trailers, and even those turboprops.
Here's a few I'd like to see for FS (from the historical 'almosts' category)...
Capital Electra (a few were painted, but never delivered)
United Electra (what if United had taken the Electras?)
Capital Comet
Capital Convair 880
Pan Am Comet
United Convair 880
Eastern DC-8-12
Northeast Britannia (they actually had at least one painted...)
Lake Central 737-200
Ah...what might have been!
Al
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Post by brn1976 on Apr 22, 2010 16:27:57 GMT -5
BOAC VC-10 enroute from VHHX to VTBD  |
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Post by Deleted on Apr 23, 2010 7:57:34 GMT -5
On many attempts to drum up sales on the DH106 Comet. de Havilland and BOAC flew several tours of the Comet 4 across North America. At air events across the US and Canada you found Douglas, Boeing and de Havilland showing their jet liners this drove part of the interest in jet travel in the late 50's and 60's. Unfortunately the Comet had trouble getting over the reputation suffered in the Comet 1 and Comet 2. The majority market went to Boeing and then Douglas.  A BOAC de Havilland DH106 Comet 4 (G-APDA) leaving KLAX after a visit to Los Angeles, California in 1961 |
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Post by okami on Apr 23, 2010 8:33:52 GMT -5
Komrades, let's not forget the achievements of our brilliant Soviet scientists...*  * I've always wanted to say that! ;D Anyway, here's a CSA - Ceskoslovenske Aerolinie Tupolev Tu 104 A, just after taking off from Cairo Intl. (HECA) on its way to Prague-Ruzyne (LKPR). CSA was one of the few jet-powered airlines during the 1950s (having received their first Tu 104s in 1957, one year after Aeroflot); by 1959, they flew the Prague-Cairo route twice weekly (outbound on Wednesdays and Saturdays; back on Thursdays and Sundays). The only other jet-route they flew at the time was Prague-Moscow; the rest of their scheduled flights was covered by IL-14s |
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Post by Deleted on Apr 23, 2010 9:55:20 GMT -5
A BOAC special flight from London to Berlin.  Wheels in the air...........BOAC Boeing 707-420 (G-APFE) taking off from Heathrow  "Feet Wet" G-APFE at 22,000 crossing the Channel (Wish I had a BOAC 707-320, 320B, 320C and a B707-420 in the 1959 livery for the HJG models) |
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Post by Deleted on Apr 23, 2010 23:30:17 GMT -5
Braniff International became one of the most "colorful" airlines in the mid 60's. They produced many color TV adds and magazine adds. Their different colored white winged birds became very popular for photographers. The airline was also one of the chief financiers behind the American planed SST. They started running promotional films on the advent of super sonic jet travel in 1963. But here our star of the picture is a Boeing 707.  Braniff International Boeing 707-220 (N7074) winging east over Southern California, at 35,000 feet. the B707-220 series was designed to meet Braniff's specification for a hot and high version of the B707! |
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Post by Randy_Cain on Apr 24, 2010 2:55:57 GMT -5
Hi, Yeah, ok. You all have me curious now. I went over to HJG and picked up their B727-100 (Pan Am - late) and associated files. I've made several flights from the west coast to Mexico City and back. I actually made it without killing myself! ;D ...I have, however, determined that flying in to Mexico City at anything under 12,000 feet just isn't an option.  Thanks for the attention-getter. I should take on "new things" more often. |
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Post by Deleted on Apr 24, 2010 12:28:27 GMT -5
 The future as Boeing seen it in 1965. The Boeing 2707-200 SST. Crossing over Utah at 35,000 feet. She is flying at 1500 mph ground speed! The B2707 would have been twice the size of the Concorde. |
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Post by Deleted on Apr 25, 2010 8:30:08 GMT -5
Braniff also had DC-8s  A Braniff International Douglas DC-8-31 (N1802) flying at 33,000 Both the Boeing 707 and the Douglas DC-8 had their advantages. The Boeing 707 could travel the same air routes a bit faster then the big Dougs could, but the DC-8 proved to be the longer lived plane because it was more easily configured and that it could be stretched to the Super 60s and 70s models. Due to the height of the Boeing's landing gear stretches were not possible. |
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Post by Deleted on Apr 25, 2010 8:45:30 GMT -5
Part of the United States Air Force contract that delayed the production of the B707.  The initial result of the "Dash 80" A Boeing C-135A ("MATS\MAC 378" SN #60-0378) of the United States Air Force. This airframe was offered to the civil freight market as the original Boeing 717, but the operators in this market were more attracted to the size (wider body) offered by the B707 |
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Post by Tom/CalClassic on Apr 25, 2010 9:51:00 GMT -5
All of Braniff's DC-8-31's were ex Panagra. They liked them so much they started buying their own later models.  |
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Post by Deleted on Apr 25, 2010 10:01:19 GMT -5
Yes in real life the US Air Force did operate a handful of Dougs  A Douglas DC-8-51 (MATS 080 SN #80-080)belonging to the US Air Force leaves Altus AFB, Oklahoma |
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Post by Tom/CalClassic on Apr 25, 2010 10:30:46 GMT -5
Hi,
According to my DC-8 book, the US government only owned two DC-8's. The first was a Navy EC-24 electronics countermeasure aircraft, an ex-United DC-8-54F. It was painted gray with a white fuselage top and vertical fin, with UNITED STATES NAVY on the fuselage. The other was a DC-8-62 acquired by NASA, quickly converted to a -72 by Delta.
The plane you picture above appears to be a 1962 proposal (invited by the military) for a "Multi Mission DC-8F". They decided to stick with the C-135, unfortunately, and it was never built.
Hope this helps,
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Post by okami on Apr 25, 2010 10:56:10 GMT -5
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Post by Deleted on Apr 25, 2010 12:25:44 GMT -5
I I stand corrected, But she is pretty
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