Author Topic: Missing aircraft models from database (Read 38568 times)

DanDan · « **Reply #260 on:** August 27, 2019, 01:35:40 PM »

since i got to check the AWS-data of the avro canada jetliner:

crew is 2+1 in AWS. also a flight engineer was on board, so it should be 3+1 probably (which makes sense for a 4-engine aircraft in the 1950ies).

the pax capacity is 36 in high density in AWS; actually, that is correct as the initial passenger capacity according to design specification, and what the first aircraft was using, 9 rows x 4 abreast. the maximum capacity of the jetliner should have been 50. 10 rows x 5 abreast; although, the seat pitch remained the same: the second prototype was already built with a 0,59m longer fuselage. so in my opinion seating should maybe be at 50 hd/40 standard eco.

references on this:
http://www.fliegerweb.com/de/lexicon/Geschichte/A.V.+Roe+Canada+Ltd.+C.102+Jetliner-610 [attention, german]
https://torontoist.com/2013/08/historicist-soaring-into-the-jet-age/

Tha_Ape · « **Reply #261 on:** September 25, 2019, 04:53:42 PM »

Just had a look at the Fairchild F-27 and FH-227

The Fairchild F-27 seats less people than the Fokker one (40 vs 44). However this wouldn't change much, except offering a 2nd prod line for the same a/c (which to some extent could be pretty interesting, as they would be in the same fleet group). Still, it had a larger tank, which coupled with 4 less pax means more range.

But the real change comes with the FH-227, seating more pax (usually 52, like the Mk500, but with a larger pitch, max seating up tu 56), and coming earlier to the market.

Couldn't find any hard data on these so far, but I'll keep digging.

fark24 · « **Reply #262 on:** October 17, 2019, 03:24:10 PM »

A new cargo conversion for the Boeing 777-300ER has been announced - which is being called the 777-300ERSF. Story is here: https://www.flightglobal.com/news/articles/gecas-and-iai-launch-777-300er-cargo-conversion-461491/

This page has additional technical details: http://bigtwinfreighter.com/facts-figures/

In terms of gameplay, it looks like the cargo conversion was "announced" October 16, 2019 with first production December 2020 and service entry in late 2022. Reported to have a 4,500nm range with 819m3 of cargo volume and max payload of 101.6 tons. Conversion price estimated at $35m.

Talentz · « **Reply #263 on:** October 21, 2019, 07:30:44 AM »

For cargo conversions, once the aircraft is flying-ish, it can be converted. So far, their still in the STC phase from what I read. Once the STC is certified, shortly after it becomes the "available" for conversion date.

Which I will be looking forward to once its in the air. It will give Pax 777 users more tools to grow. Might be towards the dead part of a GW though and wont mean much. Generally, a player would have already chosen either the 777F or 748F by then.

Talentz

pcau · « **Reply #264 on:** October 21, 2019, 10:44:48 AM »

Quote from: wapp11 on March 04, 2018, 08:20:45 PM

Tecnam P2012
Planned release 2019
Cape Air has 100 ordered for commercial use.

https://www.tecnam.com/us/aircraft/p2012-traveller/

First production aircraft now delivered to Cape Air and entry into service/FAA Cert imminent... yet still not in AirwaySim?

Mort · « **Reply #265 on:** October 21, 2019, 11:26:44 AM »

Quote from: pcau on October 21, 2019, 10:44:48 AM

First production aircraft now delivered to Cape Air and entry into service/FAA Cert imminent... yet still not in AirwaySim?

If you have data for the aircraft, please feel free to share it here!

blackswan · « **Reply #266 on:** November 13, 2019, 05:31:52 PM »

Missing DC-9 Series 30 versions

DC-9-32: Introduced in the first year (1967). Certificated March 1, 1967. Basic MTOW of 108,000 lb (49,000 kg) later increased to 110,000 lb (50,000 kg). A number of cargo versions of the Series 32 were also produced:
32LWF (Light Weight Freight) with modified cabin but no cargo door or reinforced floor, intended for package freighter use.
32CF (Convertible Freighter), with a reinforced floor but retaining passenger facilities
32AF (All Freight), a windowless all-cargo aircraft.

DC-9-33: Following the Series 31 and 32 came the Series 33 for passenger/cargo or all-cargo use. Certificated on April 15, 1968, the aircraft's MTOW was 114,000 lb (52,000 kg), MLW to 102,000 lb (46,000 kg) and MZFW to 95,500 lb (43,300 kg). JT8D-9 or -11 (15,000 lbf (67 kN) thrust) engines were used. Wing incidence was increased 1.25 degrees to reduce cruise drag.[19] Only 22 were built

33CF Convertible Freight (CF)
33RC Rapid Change (RC) aircraft.

DC-9-34: The last variant was the Series 34, intended for longer range with an MTOW of 121,000 lb (55,000 kg), an MLW of 110,000 lb (50,000 kg) and an MZFW of 98,000 lb (44,000 kg). The DC-9-34CF (Convertible Freighter) was certificated April 20, 1976, while the passenger followed on November 3, 1976. The aircraft has the more powerful JT8D-9s with the -15 and -17 engines as an option. It had the wing incidence change introduced on the DC-9-33. Twelve were built, five as convertible freighters.

34CF(Convertible Freighter)
34AF(All Freight) -> see below (conversion)
https://www.airteamimages.com/mcdonnell-douglas-dc-9_5Y-UAE_astral-aviation_185856.html

Series 30 features
The DC-9-30 was offered with a selection of variants of JT8D including the -1, -7, -9, -11, -15. and -17. The most common on the Series 31 is the JT8D-7 (14,000 lbf (62 kN) thrust), although it was also available with the −9 and -17 engines. On the Series 32 the JT8D-9 (14,500 lbf (64 kN) thrust) was standard, with the -11 also offered. The Series 33 was offered with the JT8D-9 or -11 (15,000 lbf (67 kN) thrust) engines and the heavyweight -34 with the JT8D-9, -15 (15,000 lbf (67 kN) thrust) or -17 (16,000 lbf (71 kN) thrust) engines.

Mort · « **Reply #267 on:** November 13, 2019, 07:57:55 PM »

Quote from: blackswan on November 13, 2019, 05:31:52 PM

Missing DC-9 Series 30 versions

DC-9-32: Introduced in the first year (1967). Certificated March 1, 1967. Basic MTOW of 108,000 lb (49,000 kg) later increased to 110,000 lb (50,000 kg). A number of cargo versions of the Series 32 were also produced:
32LWF (Light Weight Freight) with modified cabin but no cargo door or reinforced floor, intended for package freighter use.
32CF (Convertible Freighter), with a reinforced floor but retaining passenger facilities
32AF (All Freight), a windowless all-cargo aircraft.

DC-9-33: Following the Series 31 and 32 came the Series 33 for passenger/cargo or all-cargo use. Certificated on April 15, 1968, the aircraft's MTOW was 114,000 lb (52,000 kg), MLW to 102,000 lb (46,000 kg) and MZFW to 95,500 lb (43,300 kg). JT8D-9 or -11 (15,000 lbf (67 kN) thrust) engines were used. Wing incidence was increased 1.25 degrees to reduce cruise drag.[19] Only 22 were built
33AF All Freight (AF)
33CF Convertible Freight (CF)
33RC Rapid Change (RC) aircraft.

DC-9-34: The last variant was the Series 34, intended for longer range with an MTOW of 121,000 lb (55,000 kg), an MLW of 110,000 lb (50,000 kg) and an MZFW of 98,000 lb (44,000 kg). The DC-9-34CF (Convertible Freighter) was certificated April 20, 1976, while the passenger followed on November 3, 1976. The aircraft has the more powerful JT8D-9s with the -15 and -17 engines as an option. It had the wing incidence change introduced on the DC-9-33. Twelve were built, five as convertible freighters.

34CF(Convertible Freighter)
34AF(All Freight) -> see below (conversion)
https://www.airteamimages.com/mcdonnell-douglas-dc-9_5Y-UAE_astral-aviation_185856.html

Series 30 features
The DC-9-30 was offered with a selection of variants of JT8D including the -1, -7, -9, -11, -15. and -17. The most common on the Series 31 is the JT8D-7 (14,000 lbf (62 kN) thrust), although it was also available with the −9 and -17 engines. On the Series 32 the JT8D-9 (14,500 lbf (64 kN) thrust) was standard, with the -11 also offered. The Series 33 was offered with the JT8D-9 or -11 (15,000 lbf (67 kN) thrust) engines and the heavyweight -34 with the JT8D-9, -15 (15,000 lbf (67 kN) thrust) or -17 (16,000 lbf (71 kN) thrust) engines.

Hard to tell from your post if you are just referencing missing freighter models or not, however the following already exist ingame:

DC-9-31
DC-9-32
DC-9-33F
DC-9-34

More freighter options would be great though!

blackswan · « **Reply #268 on:** November 19, 2019, 03:16:06 PM »

hi,

All except the 33AF are missing. I mistakenly added that one..

Tha_Ape · « **Reply #269 on:** November 19, 2019, 03:17:50 PM »

Another fleet group as complicated as the DC-8 coming to you, Sami

Strangely enough, it seems it's from the same manufacturer...

blackswan · « **Reply #270 on:** December 03, 2019, 05:30:43 PM »

BAe 146-100QC (convertible passenger/freight)
BAe 146-100QT (freight)
BAe 146-200QC (convertible passenger/freight)
BAe 146-200QT (freight)
BAe 146-300QC (convertible passenger/freight)
BAe 146-300QT (freight)

cheers

DanDan · « **Reply #271 on:** February 26, 2020, 02:44:17 PM »

not sure its yet implemented, but since we lack future aircraft a bit:

https://en.wikipedia.org/wiki/Boeing_777#777-300ER_Special_Freighter_(SF)

NovemberCharlie · « **Reply #272 on:** February 29, 2020, 11:50:30 AM »

increased MTOW version of the A339 is testing now:
https://www.airbus.com/newsroom/news/en/2020/02/the-worlds-most-popular-widebody-goes-farther-airbus-new-weight-variant-a330neo-makes-its-first-flight.html

Dienis · « **Reply #273 on:** March 25, 2020, 11:12:24 PM »

Hi,
just a few remarks on existing "recent" aircraft in the database :

- A350-1000 has at least 2 new weight variant at 316t and 319t. Airbus numbers for 319t (https://www.airbus.com/aircraft/passenger-aircraft/a350xwb-family/a350-1000.html): 366pax/8700nm and MZFW=223t, it brings max paylaod to 74t (it was already so for 308t and 311t versions by the way). Also A350 max seating is 440pax.

- 777-8X and 9X specs in the game are above Boeing own marketing (http://www.boeing.com/commercial/777x/). 777-9X: 425pax/7285nm and 777-8X: 384pax/8730nm. And if the empty weight of 164t is a bit light but OK for the 777-8X (between 164 and 170t), it is to low for the 777-9X. It's OEW is expected to be between 180t and 186t. Both variant share the same 440 exit limit.

- A350-900 has to much range: the 280t variant should be at 315pax/8100nm (https://www.airbus.com/aircraft/passenger-aircraft/a350xwb-family/a350-900.html) and with 58t of max payload. The A350-900 is a bit longer than the 787-9 so you should be able to put 2 or 3 more rows of Y, that is 18 to 27 more seats while in the game they both offer the same volume of seats.

- There should be an A350-900ULR of 280t, able to tank enough fuel to fly 9700nm with around 20t of payload.

- The A220-300 (or 300ER, https://www.airbus.com/aircraft/passenger-aircraft/a220-family/a220-300.html) should have a MTOW of 69.9t, an OEW of 37t and a MZFW of 55.8t, giving a max payload of 18.8t. All that for 3350nm of range with around 130 pax.

- The A220-100 (or 100ER, https://www.airbus.com/aircraft/passenger-aircraft/a220-family/a220-100.html) should have a MTOW of 63.1t, an OEW of 35t and a MZFW of 50.4t, giving a max payload of 15.4t. All that for 3400nm of range with around 105 pax.

- A350-800 or 787-3 are out of the picture for now.

good day everyone.
Denis

Talentz · « **Reply #274 on:** March 29, 2020, 01:41:35 AM »

I wonder if I can come across enough estimated data for the 777-200 Combi... Would be a great addition along with the 773F forthcoming.

Have to look into this A340-300 Combi for the A boys. Can't leave them far behind

Talentz

Mort · « **Reply #275 on:** March 29, 2020, 07:12:01 AM »

Quote from: Talentz on March 29, 2020, 01:41:35 AM

I wonder if I can come across enough estimated data for the 777-200 Combi... Would be a great addition along with the 773F forthcoming.

Have to look into this A340-300 Combi for the A boys. Can't leave them far behind

Talentz

Both a B772-C and an A343-C would be very welcome additions!