If anybody could assist with a repaint for the 727-100 in Trans Australian Airline Colours circa 1970-1980 it would be appreciated. There is a 727-200 but it is in a livery that was a oncer or for a special occaision and I would like to have the 727-100 (and 200) if that was possible in the standard TAA colours of the period.

If I could do this myself I would but it is beyond my capabilities. Thanks.

I would love a TAA paint too. I flew from Melbourne to Adelaide, and back, on a TAA 727 back in '83. In fact, while TAA were around, they were my preferred domestic airline here in Oz. "Up, up and away, with TAA the friendly, friendly way." (sing that to the tune of "Up, up and away in my beautiful, my beautiful balloon.") :D ;D

Mark

I can put it on my to do list

Nath 2889 - Wonderful and thank you very much. Airliners.net have some good photos if you need them at some stage. This will nearly complete my TAA fleet for which I am grateful.

Markoz - Nearly got to drive one myself, but alas busted out of Ansett in 89 and spent the rest of my flying time in props. Retired now and sim flying suits me just fine. Have had all the MS versions and some others along the way, great procedural trainers for real life pilots and you would be surprised how many actually have sim programs. Way it goes. Captain Sim's models are just brilliant. Makes it hard to fly anything else they are so dam good, and well, just have a big soft spot for the 727.

Though I have to admit with Win7 etc I have spent the past four months tweaking and fixing to try get a smooth sim experience, nearly there but very hard as I have heaps of memory but I guess the 1MB video card from Intel is just too slow, sigh.  8-)

Hi Nathan.

I too will be very grateful for that.

@ Islander. Sorry to hear that you never got to drive one. Too bad about what happened to Ansett in the end too. I don't know if you have this, but here is a link for the 727-200 repaint in the latest Ansett colours at OZx
I thought you might be interested in that one. I've had it for quite a while now and it is the 727-200 livery that I fly the most.

Mark

is this the one if so ill be starting it today at some point
http://i898.photobucket.com/albums/ac187/nathan2889/1443817.jpg

Hi Nathan

That's definitely a TAA 727. Thanks.

Mark

work has started on it and you should have it tomorrow all going well

Nath 2889 . Yes it is TAA but they had a name change just before they were amalgamated in Qantas and became effectively what we know know as QF domestic.

The true TAA colours are these:

http://www.airliners.net/photo/Trans-Australia-Airlines/Boeing-727-76/1333178/&sid=4e01014f832ac5629375f6084d2abe82

http://www.airliners.net/photo/Trans-Australia-Airlines/Boeing-727-76/1333178/M/

ok Islander
ill do this one as well  

@Islander. To be honest, that's the TAA paint I remember the most. The new paint was good too.

@Nathan. Thanks for doing this extra livery.

Mark

Nath 2889 - My apologies I hope I did not seem rude or ungrateful. If I could explain I am trying to put together the whole TAA fleet for the period. I have a Catalina and the DC-3 in the correct colours, well as correct as you can get given the way airlines have a habit of deciding on complete new colours every ten years or so.  The DC-9 is a bit more tricky as it is a SkySimulations model. The yellow and gold trim used by TAA was the last and a short change in colours and then TAA became Australian then Qantas domestic. They were a great little airline and it was a bit sad when they ended up being gobbled up into Qantas.

Nath and Markoz - I had the pleasure of flying in the Catalina in PNG (in the late 50's) and then the DC-3 on the Honiara-Rabaul run in the late 60's before the were taken over by the F27's. Now I am showing my age. Had many a ride in the jump seat of the 727 as a pilot but never as a driver. After 89 you took what you could get, for me it was props (King Airs and Dash 8) and pure jets alluded me ever after. Nearly got a second bite at the 727 with the Australian Air Express 727-200 F (Serial Number 002) but alas just when in sight, they were canned in favour of the BAE 146 Freighters. A little bit of history.

Markoz - thanks for the tip on the Ansett 727-200. I have that one already. I find the 200 not as much fun as the 100 on my PC it does not seem as responsive and I have had some weird loss of control incidents on climb in the Captain Sim 200 not sure why but never get the same problems with the 100.

these climb issues? same as that the 200 takes alot more runway then the 100 at take off?

The CS 727-200 has the same engines as the CS 727-100 (going by their aircraft.cfg) and it is harder to fly because of that. Take-off  requires lots of runway and a climb to FL320 is difficult if it is close to MTOW.

I have found that I really need to be aware of everything when flying the 727-200 or else things can, and do, go bad really quickly (mostly on the climb and approach). I find it satisfying when I have completed a flight. I tried increasing the thrust of the engines in the aircraft.cfg but I didn't really notice any improvement in the performance.

Mark

do you notice any difference if you put the different engines on?

I found in the docs that when you put the RE model in, you have different engines. I just found today, haven't tested it yet at home and can't tonight due to sports.

All the 727-100's use the same engine data in the same aircraft.cfg. e.g. the 727-100 The same applies to the 727-200. Changing between the different variations doesn't make any difference. The RE only uses a different model (.mdl) than the standard model - it's only a cosmetic (it's looks) difference.

The weight difference between the 727-100's and 727-200's is why the 727-200's are harder to fly.

This is a copy of the TurbineEngineData:

[TurbineEngineData]
fuel_flow_gain= 0.003
inlet_area= 18.000
rated_N2_rpm= 29920.000
static_thrust=15500
afterburner_available= 0
reverser_available= 1
ThrustSpecificFuelConsumption = 1
AfterBurnThrustSpecificFuelConsumption = 0

The entry is exactly the same in the aircraft.cfg of the 727-100, 727-100F, 727-200 & 727-200F.

Mark

ah, understood :)

no need to try there then :)

i started with the 200 again, since a dutch company air holland flew with them. I did a paintjob myself, since there was non available.

Think i will do the same repaint then with the 727-100 but then will just be a bit more fictional :)

thanks for the update on this mark :)

Hi Edwin.

The change I made to the engine data is as follows:

[TurbineEngineData]
fuel_flow_gain= 0.003
inlet_area= 18.000
rated_N2_rpm= 29920.000
static_thrust=17400    //15500
afterburner_available= 0
reverser_available= 1
ThrustSpecificFuelConsumption = 1
AfterBurnThrustSpecificFuelConsumption = 0

As you can see, I tried giving the engines 17400 lbs of thrust (information gaied from ^*wikipedia) that say: Eight models comprise the JT8D standard engine family, covering the thrust range from 12,250 to 17,400 pounds-force (62 to 77kN) and power 727, 737-100/200 etc...

Mark

^*I know wikipedia can be wrong, but I'm sure I saw this information elsewhere to back it up. ;)

thanks, i will change it in my settings as well and see how it goes :)

Markoz- Interesting. I have seen some other posts elsewhere here where the golden rule for the 727 200 was never above F320 but my personal experience was they ran these Sydney Perth at F330 and F350 all the time. I have found that the 200 model is hopeless above F320 and have not bothered as it is really in coffin corner (TAS v Stall) and with the way FSX does winds (despite FSUIPC's best efforts) some weird wind changes will cause a loss of control. That being said the lack of an OAT is a real pain when trying to set power and figure out your susceptibility to icing etc. For example I set thrust expected manually based on the intended flight level (from an old boeing manual) and while it gets better it never gets what is expected.  8-)

I rarely fly the 727-200 higher than FL320, even on a short hop (i.e. Melbourne - Adelaide) where you need 25% (or less) of fuel. I do fly the 727-100 far more often because I am not flying close to those limits. I don't have all that info that you mentioned, so I fly by feel. When the climb gets to < 100 fpm at 260 KIAS, I press ALT HOLD on the autopilot. Sometimes I level out to gain some speed before continuing a climb, it can take a while to gain enough speed, probably not a good idea either as the plane is already too heavy for the altitude. ;D

All said and done, I have done quite a few flights of between 1600nm and 2000nm in it.

Mark

nearly done on both repaints but im away from my laptop today so if im home in time later on ill try get them finished and posed if not it will be tomorrow

hi, i adjusted the setting you mentioned mark, and i also figured out my trim setting wasn't right.

its marked on the pitch (lol) in green that the trim should be on 5 at take off.

so, by changing that taking off went a lot easier, but.. when in flight, what should be the normal trim?

sorry for abusing your forum post nathan, but didn't know how else i can continue the communication..  I will post this thread also in the one i made related to fs passenger and 727-200/takeoff.. then we can use this thread again for only your repaints :)

Markoz and others. Here is the link to Benson's B727 site. This provides data and short notes on flying the B727 for real pilots, lots of interesting short rules and calculations which are very handy.

http://www.boeing-727.com/index.htm

8-)

Thanks for that link Islander.

From there I found this info on the engines:

APR 1971 JT8D-15 certified @ 15,500 lbs thrust. This is the thrust rating of the engines in the CS727 Family.
APR 1976 JT8D-17R certified @ 16,400 / 17,400 lbs thrust This one backs up the change to 17400.

I shall certainly gather more information from there than that! ;)

Mark