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GMorrison Flew from SFO to HNL when I was a kid on a DC-7, in 1959. I'd encourage all to look at Vintage Flyers decals. Most other decal sets already available are for the Mach 2 model, which isn't so great. I have Santa Fe (Railroad) Skyways.
Flew from SFO to HNL when I was a kid on a DC-7, in 1959.
I'd encourage all to look at Vintage Flyers decals.
Most other decal sets already available are for the Mach 2 model, which isn't so great.
I have Santa Fe (Railroad) Skyways.
I got to fly on -6s and -7s several times after I got out of school. I could have used Draw Decals (local company) for aNorthwest livery (NWA is very popular in this area). But, I was raised in Detroit and saw far more AA planes there. So I have a fond place in my heart for those red lightning bolts and blue lettering.
Don Stauffer in Minnesota
Modeling is an excuse to buy books.
This will be an interesting build! Can't wait to see how it is rendered Don---
AA is my favorite too. Flew from LA to Love Field on AA DC-7 when I was a kid.
Those 50s Braniff markings are cool too!
Don Stauffer Ordered AA decals from Vintage Flyers for the kit. My understanding is it will take a couple of weeks to get the order. When it comes, I guess it will be time to get the kit up onto my bench!
Ordered AA decals from Vintage Flyers for the kit. My understanding is it will take a couple of weeks to get the order. When it comes, I guess it will be time to get the kit up onto my bench!
I'm a real fan of the window decals. I've always thought that putting clear ones in a large airliner like this is kind of a throwback to old kit design.
Looking VERY forward to seeing the build process!
Challenger--
Thanks for the reply! I bought this C-54 as a sale item about 18 months ago--this didn't sell well so it was put on the clearance rack---It's a great kit though!!
Thanks G
In looking at pics of converted C-54s to DC-4 configuration, fairing in the cargo door and a few windows plus passenger door might work for the exterior.
Vintage Flyer decals has a nice Braniff scheme and provides window decals. This might work. Also not sure if Braniff used DC-4s as freight dogs---then I could use a straight C-54.
With decals for windows on the DC-4 it seems that the decal companies made a mistake by having square window openings---but in real life several airlines purposely painted square openings to make the public feel that the DC-4 was more like the DC-6! Braniff was one of those companies!
I think it costs more...
Only about 80 DC-4's were built, post war. 1,200 or so C-54's were built. I think the main difference was that the DC-4 eliminated the cargo door.
Pretty sure you can convert the military C-54 into a DC-4, if you aren't concerned with interior. Could your local hobby shop order the DC-4 for you, if you'd prefer the civilian version? Its the Revell #04937.
Hate to change the subject but I have a quick question---
The store here only carried the Revell C-54. Can these kits be converted to a 40s-50s DC-4?
I won't use the interior ----just the cockpit area.
Andy
Its been a while but I think it was in the rear carco hold.
As the loadmaster there was a ryme we had to tell the flight engineer and a little canvass bag to store the main and nose undercart down locks in after we showed him they were removed.
"6 chocks, 2 locks, 1 pin 1 tailpost, props walked"
The locks were metalblocks that stopped the mail UC from folding, same with the pin on the nose gear.
For the first flight we had to "walk the props" turning the engines to clear any collected oil in the bottom cilynders.
Then I can still recall the startup - the engineer would start #3 first after a good priming of fuel "12 blades cold start turning 3" then he would count 3,6,9 and on 12 engage the egnition switch. After some spluttering a few bangs and smoke the engine would settle down into a nice steady drone :-)
This would be done for #4 then #2 and then #1 (1 being port outer engine)
I have some nice detail pix of the undercart bay and engine and undercatr I will post if needed. I took it of a DC4 that is at the field where I work.
Theuns
Do you remember where you kept the post? Good info.
when I was a loadmaster in the South African AF in the early 90's we used C-54 (DC-4) and the forst thing we did when the plane got to a stop was to get out in put in the tailpost to the buldge under the tail.
It was not because the plane was a tailsitter normally but when all the Pax use to walk to the rear of the plane to exit the port side rear door it moved the CG dangerousely to the rear and then the plane could tail sit , hence the post.
Hi " G "
Funny you should mention the Viscount by Vickers . We had a neighbor who flew for Capitol .he called them Turbo - Plops .Well , one did fall short of the inbound leg and dug into our pasture .
That was back in Buffalo N.Y.Years and years ago . T.B.
Yeah that's a pogo, I agree. My last comment was about the DC-4 photos. I'll have to adjust to a new reality, I guess.
John
To see build logs for my models: http://goldeneramodel.com/mymodels/mymodels.html
John, the AK Air shot is at Sea-Tac's N passenger terminal which is a very busy place for Alaska Air. It wouldn't be a tie-down place. It is used nearly 24 hours a day.
WIP: Monogram 1/72 B-26 (Snaptite) as 73rd BS B-26, 40-1408, torpedo bomber attempt on Ryujo
Monogram 1/72 B-26 (Snaptite) as 22nd BG B-26, 7-Mile Drome, New Guinea
Minicraft 1/72 B-24D as LB-30, AL-613, "Tough Boy", 28th Composite Group
Those are really clean looking DC-3's in a nice livery back there, too.
Learn something new every day. Those -3s belonged to the national airline ABA. The name "Swedish Air Lines" appears on their aircraft at some point, but is a frustrating internet search.
That was absorbed into the SAS system in 1950, according to wiki.
The first one looks more like a tie down, the third is a freighter, but the second one though small does look convincing. Good luck there is no egg on face emoticon...Oh no, they are going to find one of those too
Long time ago I was stationed in Wichita Falls for a few weeks. One day we had our attention called to a T-29 that had made a very hard landing the night before. Front end was a trike plane, the rear a tail dragger, almost. Tail a couple of feet off the ground, but massive wrinkles just behind the wing. That must have hurt!
jeaton01 I don't believe you unless you send me a picture!
I don't believe you unless you send me a picture!
That must have been some big carry-on...
It seems that pogo sticks are more common than we think.
Your comments and questions are always welcome.
jeaton01 It would not be smart to try to fly an airplane that will not sit on it's gear once loaded, with engines off. With the CG that far aft the airplane would be at best marginally controllable. With aft CG the elevators get very sensitive, and at lower speeds may not be effective enough to get the nose down, resulting in an unrecoverable stall. The post under the tail is only used for loading and maintenance. Try to find a photo of an airliner with passengers being loaded with the tail support in place. I think you will only find that when loading freight.
It would not be smart to try to fly an airplane that will not sit on it's gear once loaded, with engines off. With the CG that far aft the airplane would be at best marginally controllable. With aft CG the elevators get very sensitive, and at lower speeds may not be effective enough to get the nose down, resulting in an unrecoverable stall. The post under the tail is only used for loading and maintenance. Try to find a photo of an airliner with passengers being loaded with the tail support in place. I think you will only find that when loading freight.
John,
Saturday at Sea-Tac, I saw an AK Air 737-800/900 at the N terminal with a yellow pogo stick while it must have been loading passengers.
Brasilias, UAL called them. Pilots called them SPADs.
Oddest looking short haul I ever flew on was the Shorts Skyvan; Mykonos-Athens.
Random selection of a few others: DH Dove Bristol Aircraft corporate ride when I was a kid living in England while Dad (didn't) buy Concorde for UAL.
Vickers Viscount turboprops on the Eastern Seaboard, UAL got them in the Capital Airlines purchase.
PFJN flew on an Embrear Turboprop (about 21 seats)
American Eagle (the fancy name for what had been Chapparal Air Service) flew Saab 320 twins out of Easterwood Field (CLL). Carry-ons went in a "canoe" under the fuselage. Under 25 seat, so no Flight Attendant required. The Gate agent walked you across the tarmac, and let you sort out finding your seat. Once the carry-ons were packed on the checked baggage, the senior baggage handler would stick hi head in the a/c and recommend passenger shifts based on the weight of the stuff loaded aboard.
Was right at 45-55 minutes gate to gate to DFW (depending on how long the taxi was to the AmEagle hardstand was) on a 30-35 minute flight. My favorite seat was 2B which might as well have been a cockpit jumpseat.
Passenger traffic increased to the point that they put on a larger two-engine T winged Saab, which had overhead bins and an actual Flight Attendant. Roomier but just not the same.
AmEagle later replaced all their Saabs with Embrears in various sizes, with a twin engine about the size of the small Saab, and a High Winged bird with a cargo/baggage section just aft of the cockpit.
All of which were a significant upgrade from the olden days, when the only air service was Rio Airways, who flew DeHaviland Otters. Fixed nading gear high wing STOL birds where you had to step up to the seat, and duck down at the same time, and you had to be careful to not hit your head o nthe wingspar, or trip on the landing gear spar.
Hi,
I once flew on an Embrear Turboprop (about 21 seats), and the flight attendent came by and asked a couple of us to move to different locations. It was kind of odd in that some moved forward, others moved aft, in addition to moving from one side of the plane to the other. Since it was a small plane, with 2 seats per row on one side and only 1 seat per row on the other, I guess maybe side to side loadout may have been more significant for that type arrangement .
Pat
I, too, was on a commercial flight (a small plane) where the stewardess asked people to move forward for a more favorable weight balance. I first couldn't figure out how they knew the balance was not good until I realized they can look at how much the nose gear is compressed. There may be other ways?
Kensar
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