Koko - Civil Aviation (AU) - Page 2

Beautiful thread. An AU civil aviation at its best, with nice livery. well done!!

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Thank you Kim for the crest

"Never fear to try on something new. Remember that the Titanic was built by professionals, and the Ark by an amateur"

Hello BB1987

This promises to become epic, looking forward to more!!

Greetings
GD

Some very nice AU colour schemes, great work and we got some excellent blanks from this project too!

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Hood's Worklist
English Electric Canberra FD
Interwar RN Capital Ships
Super-Darings
Never-Were British Aircraft

Nice series. Keep it up.

Douglas DC-8:

From 1967 to 1980 the most represented aircraft type in Koutei Koku inventory was the douglas DC-8. Over the years the airline owned 48 of them: 4 DC-8-10, 9 DC-8-30, 20 DC-8-50 and 15 DC-8-62. forty-six of them operating at the same time at the highest, in 1971.

The DC-8-10 was the first jet-powered airliner Koutei Koku recieved. Four were delivered in 1960, operating domestic routes between Toumachi, Kumoi, Hoshiguma and Taniguchi. Fast, reliable and spacious, the Douglas jetliner revolutionized domestic air travel for all those who where lucky enough to travel within the four served cities (the others had to wait 1964 for the first 727s if not more..). As air travel spiked, however, they became victims of their own success. While enjoying a flawless safety record they had become too small for their task. with the advent of the 747 on domestic routes all four were retired in 1972.
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Nine DC-8-30 were delivered from 1961 to 1963, augmenting the DC-7s (superseding them as the airline long-haul flagships) and replacing the DC-6s on international service. They shared the excellent safety record of their short-range siblings, with the only notable occurrence involving the type being an attempted hijacking that was immediately thwarted in 1974. All were retired by the end of 1975.
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Delivered between 1963 and 1968, the twenty DC-8-50s were the backbone of Koutei Koku international fleet for a decade. The type entry into service allowed to vastly expand the long-haul network, with the addition of new routes to the US, Australia, Japan, South Korea, Taiwan and Hong-kong, most of them non-stop. One -50 model was involved in the only DC-8 fatal crash suffered by Koutei Koku: On July 27th 1973, while trying to land at Osaka Airport during Typhoon Ellen, the plane was caught in a downdraft and crashed short of the runway, resulting in 52 fatalities out of the 126 people on board. With the advent of the long-range 747s and the DC-10, most DC-8-50s were moved from international to domestic service. Two airframes were withdrawn in 1974, the others were kept active up to another decade. With more 747 replacing the ones still flying international and the A-300 replacing the domestic ones, all remaining DC-8-50s were retired between 1980 and 1983.
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The -62 was the last DC-8 type to enter service with Koutei Koku, beign delivered between late 1967 and 1972. The fifteen aircrafts flew the airline longest international routes, like those to Canada, Chile and Argentina. The first route to Europe (London), via-Anchorage and New York, opened in late 1968, Was also operated by a DC-8-62 until 1973. During their years of service, only one was written off, destroyed by fire, after a mishap during maintenance (and without any casualties). The other fourteen got progressively moved to thinner and minor international routes, little by little, as more widebodies replaced them on the most prestigious and busiest ones. Two were retired in 1978. Unlike other carriers which took them into service well into the 90's -like US Delta and United, Koutei Koku never re-engined it's -super62s. Between 1985 and 1989, all remaining airframes were retired, ending 29 years of DC-8 service with the airline.
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Fokker F27:

In order to boost its domestic routes, Koutei Koku ordered no less than twenty-nine Fokker F27 "Friendship" turboprops. Delivered between 1961 and 1965, the Dutch aircraft ended up replacing nearly all DC-3, all Herons and even the last DC-4s. in 1965 alone, F27s accounted for over 60% of Koutei Koku domestic flights. All of them in the previous and subsequent years carried without a single incident. Despite that, the F27 fell victim of the 1968-69 restructuring plan through which the airline sought to improve the bad safety reputation gained because of the mutliple crashes suffered during the previous decade. Under this plan only a single turboprop type was to be retained in the fleet, and the more Capacious Namc YS-11 was preferred over the Fokkers. The entire "Friendship" fleet was retired between 1970 and 1973.
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The cheatline on the new livery reminds me of Philippine Airline's old livery.
It's a great series and I look forward for more!

Thanks guys.

Garlicdesign wrote:

This promises to become epic, looking forward to more!!

Be a bit proud of you because without Atlantach the idea would have not crossed my mind.
(Anyway, got by chance the names of Clianmehai and Carriolar airports?

)

Clonecommander6454 wrote:

The cheatline on the new livery reminds me of Philippine Airline's old livery.
It's a great series and I look forward for more!

I had no idea of how PAL livery looked before their current eurowhite so I had to look. And, lol, I even got blue up and red down like theirs, thankfully I've at least left out the white line between them.

Great work and nice livery ,cant wait to see the modern one

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Best Regards,
Aart.

Projects:

The Kingdom of Rochfort in FD

Boeing 727:

In the early 60s Koutei Koku was looking for a new short-range jet aircraft to replace older piston-engined units and to fill the capacity gap between the DC-8-10s and the Fokker-27s on the domestic market. Formally, the airline reviewed all short-ranged aircraft then in production or under developement: The BAC-1-11, SUD-Caravelle, HS-Trident, DC-9 and B-727. Actually there was some competition only between the Douglas and Boeing products, as Koutei ditched the 1-11 and Caravelle for their lower capacities, and the Trident because of the ongoing delays in the program. Up to that point the Airline -both in her pre and post-war operations- had been a loyal Douglas customer, owning all major aircraft produced by the American manufacturer from the DC-2 to the DC-8, so it seemed foregone that an order for the Dc-9 was to come. Instead, Boeing managed to snatch a surprise deal over Douglas thanks to the Seattle-based manufacturer earlier availability of their model. Koutei koku thus officially ordered 15 727-100 in 1963, with the first beign delivered in late 1964. The airline recieved 13 units by 1969 -the last two orders converted into 727-200 in 1967- placing them on all busiest routes operated from Toumachi Airport. The 727 cut travel time by half and increased capacity by 20% over the DC-6Bs, 140% over the Convair-440 and 230% over the DC-3.
Despite the improvements it produced, the 727-100 is always sadly remembered for beign involved in koutei koku worst air disaster. On June 12th 1968 a 727 with 108 passengers and 6 crew on board was departing Toumachi for a routine 45-minute flight to Tamura. The aircraft failed to become airborne at the end of its takeoff run and impacted the airport perimeter fence before lifting off. At that point, the n°1 and 3 engines, which had ingested debris from the fence, lost power and the aircraft stalled, ultimately crashing into the nearby residential neighborhood, bursting to flames. All 114 and board plus 44 others on the ground were killed. It was the worst air disaster at the time. The subsequent investigation revealed that the pilots had improperly set the aircraft for takoff, forgetting to deploy the slats as they sped up pre-flight checklists as the flight was late on its schedule.
As a consequence of this crash, Kouei Koku launched a restructuring plan with the goal of improving training methods and crew schedules as to ultimately improve the arline safety record (a move that would eventually paid off). The other twelve 727-100 didn't get into the spotlights, nor for good or bad reasons. They were phased out between 1972 and 1976, ferried back to Boeing in exchange of more 727-200s.
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The -200, larger version of the 727, debuted with Koutei Koku in 1969, right in the middle of the Airline restructuring plan. They were also the first aircrafts to sport the Carrier's new livery, featuring a simplified cheatline, now running as far as the back of the plane, a white tail with an enlarged blue seagull logo, and the disappearance of the dual Western/Japanese denomination, leaving only the "Emperor Airlines" title above the cheatline. In addition to the first 2 units on order, Koutei added another 12 frames on the tally, after an agreement with Boeing which offered discounts on the purchase prices by taking back the smaller -100s (re-selling them to other minor airlines for profit, obviously) the Kokoan airline had in its fleet. All fourteen 727-200 were in service by 1974. Of them, one was lost in 1981, after aborting the takeoff following a bridrstrike -all on board survived without serious injuries-, the others were retired between 1984 and 1989 and replaced by 737-300s.
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Koko - Civil Aviation (AU)

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