Egy projecthez kellene nekem egy kis segítség. Malév BAE-146. Létezik egy Utasverziós makett és egy számítógépes grafika is. És létezik a már ismert TNT-s verzió és a géphez kapott hivatalos makett.
Az Utasverziós makettről készült kép 1987-ben készült a Malév-nél Budapest Átrium Hyatt-ben. A Veszprém Megyei Tejipari Vállalat és a Malév közös rendezvényén.
Na és most jön a neheze! Amiben a segítségeteket kérném. Milyen színkódja van a gépeken látható kék-nek? Csatoltam egy képet az eredeti gépről is, hogy nehezebb legyen a feladat. Az eredeti festés színkódja kellene és a régi festésű makettre tervezett két kék színkódja.
Az biztos, hogy az eredeti TNT-s gép makettjén lévő kék, igen csak közel áll a valósághoz és a számítógépes garfikán is nagy valószínűséggel az a kék szerepel. Sőt, valószínűleg az utasverzió farok kékje is ugyan az. De mi a Ral illetve a Panthon kódja??? És mi lehet ezek alapján az utasgép tőrzsén végigfutó kék eredeti színkódja?
A két gép 1/48-ban készülne el az USA-ban.
Köszönöm a válaszokat előre is! Remélem lesz aki tuti biztosat tud mondani, esetleg az eredeti tervekről van fotója, amin szerepelnek a színkódok?
Én nem bánnám ha átmenetileg hajléktalanszállón kéne magát meghúznia drága Lölönek
Nem feltétlenül a légitársaság hiánya a gond ebben a sztoriban hanem hogy nálunk már lassan nem is lesz magyar gyár,nagy tömegközlekedési cég stb.elherdálják a nemzeti vagyont.Mondjuk ezzel senkinek nem mondok újat.Ikarus gyár ,Malév, cumorgyárak , Rába, stb.mind megszűntek.Tudom hogy ezek csak egy kis része az egésznek.
A Lölö milliárdjait se tisztességes úton szerezte ,illetve szerzi máig .Nem szeretnék politizálni, de Ő tisztességtelen eszközökkel hasinlóan haverjaihoz.Miközben hanyatlik az ország, (közhely)ennek nem csak a válságok az okai.Előtte is.
Én nem lepődnék meg ha a maradék gyaraink, üzemek stb. is becsődölnének.Nem is sokára.
Mindig felemelő látni malév gépet persze már csak képen van mód..
Mint a vizz airos topicba írtam, nem volt nyereséges igazán sose a cég, Magyarországon állami cég nem tud nyereséges lenni hosszú távon.Nagyapam is ezeket mondta anno.Noha sosem utaztam malév gépen , és nem is vonz túlzottan a repülés, inkább a céges oldala érdekel. Mint a busztárságoknak is mindig érfekelt a pénzügyi vonala.
Gyurcsány nem egyetlen oka a malév megszűntének,előtte is durván veszteségekkel küzdött.Őt elmeszelni ezért nem ildomos, hacsak azért nem mert eladta .Nem legyen állami kézben.Ez volt valamelyik politikus mottója.
Mivel a malév is tömegközlekedési szolgaltató, egyúttal a politika jatékszere volt .Ez a volanoknal is így van.
2012. Február 3 an a cég megszűntekor reggel hallottam a csőd hírét.Mar akkor megrázott ahogy az is gondolkodóba ejtett hogy hány magyar cég nagy vállalat jut ilyen helyzetbe?volt egy ikarusunk, 2003 ban megszűnt, közel 73 év utan.( Ha jól számolom) A malév szintén nagy utat,hosszú karriert, 66 évet járt be, ez óriási idő.Büszkék lehetünk rá.Ahogy persze az ikarusra is.Bar ez itt OFf.
Jobb országban reménykedhetnénk új malévban de mivel mi nem éppen ide tartozunk, így vajmi kevés esélyét látom annak hogy lesz .Meg nem is tudnánk hosszabb távon fenntartani ha ösdzejönne valami csoda folytán valakinek.Lölő biztos tudna csinálni egyet,a neve: Lölév lenne.Ő tudna finanszírozni..
Amikor a magyar nemzeti légitársaság, a Malév a laikusok számára meglepő hirtelenséggel befejezte működését, sokan szinte gyászolták a társaságot, amelyhez úgy tűnik, a magyarok nagy része szorosan kötődött érzelmileg.
malév festéssel láttam Ikarus 350 est valamelyik nap.
Meghagyták rajta
A Malévnak a buszok is fontos tagjai voltak, anno sok 280- as ikarus , ami később nógrád volánhoz került, alkotta a flottát.Vagy 290-es aminek mindkét oldalon volt ajtaja.
Repülni persze jóval nagyobb élvezet volt, nem kérdés.Bár én sose utaztam malév repülőn.Busszal sokat...(ami nógrád volános lett, ráadásul sokáig eredeti MALÉV festéssel járt ott)
öSSZeSEN 12 DB IK.280 került salgótarjánba.ó a légiektől.
Sziasztok.Olvasom néha a topikot.Én soha nem utaztam malév gépen,de salgótarjánban anno sok malévtől vett ikarus 280 as busz volt,így közelibbnek.éreztem a malévot is.
Hova mentetek legmesszebb malévval?én repülőn csak 1 szer,2006 ban ültem,Angliába mentünk,akkor 6 évesen kevésre emlékszem, de az nem malév gép volt.
The seats of HA-LCA could be reinstalled but reconverting the aircraft to a real passenger version would be very expensive and it was no sense at all. In those years, in the early ’90s, lots of Tupolevs were redundant in Malév fleet and they standed on the apron at Ferihegy airport side by side without task because Malév was using B737s instead.
The management of the airline of the time wanted to get rid of the Tupolevs refering to their high operating costs. Poor Malév did not know the high leasing cost of the Boeings would also lead to the End...
(Sorry again for my pocket-camera, but now all we can see a history.)
I hadn't considered that they, LBI and LBK, might be configured differently to the rest. But if they already had a larger luggage comparison I suppose it does make sense to use them as a starting point. The aircraft age is also a good point that didn't really cross my mind.
As for HA-LCA, you say the cargo pallets were removable for maintainance, so I assume the seats could be reinstalled without much problem?
”... among the Tu-134A's, only HA-LBI and HA-LBK could be converted for cargo flights. Was there a specific reason for this?”
Nothing special. The reason for this was that two aircraft were enough for the purpose. Malév used mainly Il-18s and sometimes Tu-154s on cargo flights. Among Tu-134As HA-LBI and LBK were chosen because they were the oldest ones in Malév fleet. They had performed much more flight hours and cycles than the other four HA-LBN, LBO, LBP and LBR, because the latter ones had been VIP aircraft at one time. So, the four low-time aircraft were intended to be used on passenger flights only.
Otherwise, HA-LBI and LBK had slightly bigger volume capacity and slightly higher maximum permissible load in the first luggage compartment located behind the cockpit than of the other four aircraft. HA-LBI and LBK were built as an early variant Tu-134A with glazed nose, while the other four ones were built with radar nose, having a slightly different arrangement. HA-LBI and LBK had 6 m3 and 1920 kg, while LBN, LBO, LBP and LBR had 5 m3 and 1560 kg there.
”... where they draw the line for what counts as a conversion and what doesn't.”
Regarding HA-LCA, Malév engineers had the things removed from the passenger aircraft that were not essential on a cargo aircraft in oder to reduce the empty weight and to enlarge the usable volume of the cabin. On the other hand the structure of the airframe and the systems of the flight controls etc. were not altered at all, of course. So, the type officially remained Tu-154B-2 (Tu-154B-2 Cargo).
The original floor panels could be loaded with 280 kg/m2, while the cargo pallets could be loadad with 400 kg/m2. Cargo pallets were fixed by its cross-beams to the seat-rails in the cabin and were removable for maintenance work. Goods were fixed to the pallets with straps and nets as usual.
Hello, and thank you very much for your very detailed reply! This is one of the things that makes the internet so great, the amount of information available.
So while no Tu-134 'sans suffixe' was ever fully converted to a cargo configuration, all of them could carry a small amount of cargo. But you say that, among the Tu-134A's, only HA-LBI and HA-LBK could be converted for cargo flights. Was there a specific reason for this?
"Since a large cargo door was not produced on HA-LCA"
That might explain why there is no mention (at Russianplanes) of a conversion in the aircraft history, now that I think about it. It is however mentioned in a comment I just noticed. Although, if the floor was reinforced... Hm. I'm not quite sure where they draw the line for what counts as a conversion and what doesn't.
” I did recently stumble upon a picture which made me wonder... ”
HA-LBE was withdrawn from use in 1987, and donated to Transport Museum. Because the Museum did not have a place to exhibit such a large aircraft, it had been stored at Ferihegy airport for years. In 1991 an open-air museum, recently called Aeropark, was established and by that time faded colors of HA-LBE had to be repainted. Since the Museum was out of money to pay for the paintwork, Malév offered to do it free of charge. However, this work could be done only when enough hangar place and manhours were available. That’s why paintwork was performed in pieces, and HA-LBE was towed many times into and from the hangar. Because of this, the work lasted more than a month in August and September 1991.
In the picture you sent HA-LBE can be seen in one of the event when it was towed outside of the hangar on 15th August 1991. Windows were masked with papers in order to paint the blue cheatline of Malév. So, it was NOT a cargo aircraft but it was just under a phase of paintwork. As you can see in the photo, undersurfaces became too dark gray first, and then it had to be repainted again to light gray. (More towings into and from the hangar...)
” This is the only photo I have been able to find of the aircraft, HA-LBE, between 1985 and 1996...”
A picture of mine below shows HA-LBE on 23rd September 1991, when the aircraft was finally released from hangar with light gray undersurfaces and paper masks removed from windows. HA-LBE was then towed to the open-air museum on 3rd October 1991. (Sorry for the quality of my pocket-camera.)
”... did they (Malév) ever operate cargo flights with Tu-134's?”
Malév has never operated a definite freighter variant Tu-134. However, there was a possibility to convert the interior by removing seats to carry small size cargo. Between 1969 and 1983 Malév operated Tu-134 ’sans suffixe’ in 72 seats of configuration but it could be converted to a 60 seats variant by removing the first 12 seats to take place for a provisional cargo compartment devided by a wall from the passenger cabin.
In Tu-134A variant all of the 76 passenger seats were allowed to be removed on HA-LBI and HA-LBK. Only these two Tu-134As could be converted this way in Malév fleet, according to the airline procedure of calculation of CG and MTOW. In 1983 Malév introduced a new interior on Tu-134 and Tu-134A aircraft called Comfort class replacing old tourist class. At this point Tu-134 ’sans suffixe’ received 68 seats while the possibility of cargo conversion was deleted in Malév procedures.
”But there's no mention of HA-LCA being converted either, but as we can see here it did operate cargo flights.”
Regarding the Tu-154, only one Malév aircraft HA-LCA was converted to freighter variant in 1991 by removing all pax seats, galley, buffet, hat racks, pax address system etc. To reinforce the cabin floor, cargo pallets were installed. Since a large cargo door was not produced on HA-LCA this aircraft was able to transport small size cargo only. Pallets were loaded with goods inside the cabin. HA-LCA was flown as a full freighter aircraft between 1991 and 1993, then in 1994 it was finally retired. In my photo below taken in 1992 HA-LCA was just being prepared for a cargo service.
Besides, all Tu-154B-2 aircraft could be used on cargo flights by removing passenger seats. In this way they could carry 19000 kg of payload instead of 18000 kg of pax a/c. Malév rarely used this cargo variant. In autumn 1988 HA-LCS was used as a cargo Tu-154B-2 replacing freighter Il-18s already retired by that time. In 1989 during the revolution in Romania Malév operated HA-LCN to carry aid to Bucharest with red crosses applied to the white fuselage. In April 1991 HA-LCE was also used as a cargo aircraft with red crosses on its sides to deliver civilian and humanitarian aid to Iraq. After that flights an idea to make a definite freighter Tu-154 arose and a design work started at Malév. It finally leaded to the cargo HA-LCA converted by Malév at Budapest Ferihegy.
I apologise for writing in English, but unfortunately I don't speak Hungarian. Anyway, I am aware that Malév operated cargo flights using Il-18's and, later, Tu-154's(which in itself is interesting, cause neither type seems to have had cargo doors installed). But, I did recently stumble upon a picture which made me wonder, did they ever operate cargo flights with Tu-134's?
This is the only photo I have been able to find of the aircraft, HA-LBE, between 1985 and 1996, when it seems to have gone to the Aeropark, and as you can see, the windows are blocked. I will admit, Russianplanes does also state that the aircraft last flew in 1987, and there is no mention of it being converted for cargo use. But there's no mention of HA-LCA being converted either, but as we can see here it did operate cargo flights.
A Malév biztonsági szakemberei a kilencvenes évek derekán látták elérkezettnek az időt arra, hogy ország-világ előtt bizonyítsák rátermettségüket a lehetséges és várható terrortámadások elhárítására. Hosszas előkészítő megbeszélések, tanácskozások után a vezetőség egy szimulációs gyakorlat mellett döntött. Ennek keretében egy terrorista által elfoglalt repülőgép megrohanásának és visszafoglalásának forgatókönyvét dolgozták ki precíz részletességgel.
