Next up, the Breguet 763 Provence & 765 Sahara by Christian Daboudet.
These planes are a bit of an exception: both comes default with scrape points. However, they're just 1/10 of a foot off, causing them to "jump back" onto its landing gear from a belly scrape. This modification corrects that behaviour.
Next one in row, another one of Rick Piper's gems: the Hawker Siddeley Argosy.
The Hawker Siddeley (originally Armstrong Whitworth) AW.650 Argosy was a cargo plane designed to an Air Ministry specification for a middle-range freighter. BEA purchased a number to replace their aging Dakota freighters, while the RAF bought a modified, militarised version (the AW 660 Argosy). In BEA service, however, it turned out not to be profitable; in 1970 it was replaced by Vanguard freighters. Equally, the RAF's Argosy's were retired in 1975 as a cost cutting measure. Many were picked up by other operators, though, with the last Argosies being retired in the early 1990s.
While Rick's Argosy is provided with scrape points for belly landings, the hind belly landing scrape point was positioned too high, causing the rear fuselage to partly sink into the ground after an emergency landing. Also, the rear scrape point (for an overrotated take off) was incorrectly positioned, this due to a typo (20 instead of -20, placing it just behind the nose instead of at the rear of the fuselage) Finally, the nose scrape point has been slightly corrected. While it will still sink somewhat into the ground , at least it won't sink as much anymore.
Known in the 'classic era' as the Avro 748, it was one of many "Dakota replacements". Competing with the Fokker F-27, the Avro 748 had the advantage of having better STOL-performance. Skyways Coach-Air was the launch costumer, starting services on the 748 on April 1st, 1962.
Again, Rick Piper's original aircraft contained scrape points which allowed belly landings, however, these caused the aircraft to sink considerably into the runway. I have altered these scrape points, as well as the tail scrape point, so it will now correctly sit on the runway, as well as scrape its tail when overrotated on take-off or landing.
These modifications are for Jean-Francois Martin's Nord 2501 Noratlas. Separate mods for his Nord 2502 Noratlas will be in a separate post.
The Nord Noratlas was France's solution to the problem of its aging fleet. At the end of the 1940s this consisted mainly of WWII types such as the C-47 and the AAC.1 Toucan, a French-built version of the Junkers Ju 52. The Noratlas used a similar lay-out as the C-119. It was used by the air forces of France, Germany, Portugal, Greece and Israel, with cast-offs being picked up by several civilian and military users.
These modifications are for Jean-Francois Martin's Nord 2502 Noratlas.
The Nord 2502 Noratlas was a development of the Nord 2501 Noratlas, specifically intended for the civilian market. It differed from the Nord 2501 in having two auxiliary Turbomeca Marbore II turbojet engines mounted on the wingtips for additional power on take-off. However, it wasn't much of a success, with only 10 being built: 3 for Air Algérie, and 7 for UAT Aeromaritime. The 6 surviving Aeromaritime aircraft were later picked up by the Portuguese Air Force, who used them to replace their aging Toucans (French-built Ju 52s).
Comet 1 F-BGSC was one of the few Comet 1s which was exported before the troubles arose. It was written off on June 25th 1953, when it overran the runway at Dakar on landing, tearing off its landing gear and coming to rest on its belly. All 17 occupants escaped unharmed.
The Comet 2 was originally intended for BOAC, but after the Yoke Peter/Yoke Yoke accidents, they were rebuilt and redelivered to the RAF. There they served as transports and trainers. The next civil version would be the Mk.4.
Next is another one of Jens' classics: the Britannia 102.
A result of the Brabazon Committee's paper (which also resulted in the Brabazon, Dove, Elizabethan, Viscount and Comet), the Britannia knew a protracted development due to icing problems with its Proteus engine. By the time it finally became operational, it found itself competing with the Comet 4, 707 and DC-8.
The Britannia 100 series was the original production run. It could seat 90; BOAC ordered 25, but cut this order to 15 when the larger Britannia 300 became available.
The next one on the list is Jens Kristensen's Handley Page Hermes 4.
Built to an Air Ministry requirement, the Hermes 4 entered BOAC service in 1950, replacing the Avro York on its West African routes. However, it was already replaced when the Argonaut entered BOAC service in 1952, only to be redeployed when BOAC had to cover for a capacity shortage owing to the Comet crashes. Finally, it was retired again at the end of 1954.
Many of the Hermes - almost brand new - were picked up by charter airlines, mainly to be deployed on trooping contracts. One of the peculiarities was that the seats on these trooping aircraft were mounted backwards as required by the RAF. Some aircraft retained this seating arrangement on civilian charters as well, and certain aviation writers of the time advocated this arrangement as being safer in case of accidents.
The second-hand Hermes' were sometimes handed over from operator to operator, with certain seeing service with half a dozen or more different airlines over the span of their 14-year career. The last of these operators, Air Links, retired its last Hermes in 1964.
And another one of Jens' classics: the Avro Tudor.
The Tudor was based on the Lincoln's wings, due to shortages of resources. It was intended to be the BOAC's main type on the Atlantic routes, however BOAC was not impressed. They kept asking modifications, eventually rejecting the Tudor completely and purchasing Constellations and Stratocruisers instead.
These modifications are for the Tudor 1 (JBK Avro Tudor 1). They also correct the nose scrape point, which was put too high and too far forward: