Hughes H500 for FS2004 3 models and 18 textures. Is one of the world's most popular light turbine helicopters. It's rugged construction, operational performance and reliability combined with crisp handling and manoeuvrability make it the favourite of many helicopter pilots.\n\nSeveral different civilian and military versions have been built. Civilian versions include, amongst others, the 500C and 500D (1000 examples built since 1975), 500E (with longer fuselage, in production since 1982), 530E (new 485 kW engine built since 1983). atc_heavy=0The Hughes 500 is one of the world's most popular light turbine helicopters. It's rugged construction, operational performance and reliability combined with crisp handling and manoeuvrability make it the favourite of many helicopter pilots. Several different civilian and military versions have been built. Civilian versions include, amongst others, the 500C and 500D (1000 examples built since 1975), 500E (with longer fuselage, in production since 1982), 530E (new 485 kW engine built since 1983).

MSN 111-29080 was built in Dallas in 1944 and delivered to the USAF as 44-10947. After the war, it was sold to Paul Mantz as NX1202. Mantz converted the aircraft to a “wet” wing where the complete wing is a fuel tank. He then won the 1946 and 1947 Bendix Trophy Races, and, with different pilots in the cockpit, NX1202 came second in the 1948 Bendix race, and third in the 1949 race. Mantz then sold the aircraft to Captain Charles Blair who, on January 31, 1950, set a world record flying from New York to London in 7 hours and 48 minutes. On May 29, 1950, Captain Blair flew from Bardfoss, Norway, over the North Pole to Fairbanks, Alaska, in another world record of 10 hours 27 minutes. He then set yet another world record by flying from Fairbanks to New York in 9.5 hours. In 1952 Captain Blair was awarded the Harmon International Trophy by President Truman. N1202 was sold to Pan American World Airways in 1953, who promptly donated her to the Smithsonian Institute. Today, she is on display at the Udvar-Hazy Center in Washington DC. Painted on to A.F. Scrub’s magnificent P-51B Mustang, I have modified, with permission, the wing to give Trans-Continental and Trans-Atlantic range. Enjoy

FS2004 Dornier 128-6 the unfinished" Detailed Gmax rebuild with completely instrumented flyable VC though with FS2004-style levers and unfinished interior. Just about all that moves on the real thing moves accordingly here. Further improved flight characteristics using the FS9 turboprop model now featuring properly flat-rated PT6A-110 engines. gmax design partner Antonis "Anthony" Konstantinidis reappears again (the detailed outside texturing is also by him) Probable FS-first: VHF Homing Indicator by Roman Stoviak. Panel, most gauge programming, soundset and flight dynamics by Mathias Elsaesser.

This scenery is based on a chart in the Pan Am Atlantic Division Manual for 1946 and is intended to cover propliner operations at Dorval down to about the mid 1950s. The hangars and terminal are custom built.

FS2004 Dornier 128-6 the unfinished" Detailed Gmax rebuild with completely instrumented flyable VC though with FS2004-style levers and unfinished interior. Just about all that moves on the real thing moves accordingly here. Further improved flight characteristics using the FS9 turboprop model now featuring properly flat-rated PT6A-110 engines. gmax design partner Antonis "Anthony" Konstantinidis reappears again (the detailed outside texturing is also by him) Probable FS-first: VHF Homing Indicator by Roman Stoviak. Panel, most gauge programming, soundset and flight dynamics by Mathias Elsaesser.

FSX/P3D Airbus A321NEO Air Busan package. Air Busan is a South Korean low cost airline based in Busan. Air Busan currently operate 5 A321NEO flying to destinations all over Asia. Model by Project Airbus with NEO engine mod by Bret Herman. Updated VC by Speedbird77 with built in FMC by Garret Smith. Includes A320 operation manual and checklist. PW sounds included. Textured, assembled for P3D v5.4 by Chris Evans. Should work in FSX and other P3D

FS2004 Dornier 128-6 the unfinished" Detailed Gmax rebuild with completely instrumented flyable VC though with FS2002-style levers and unfinished interior. Just about all that moves on the real thing moves accordingly here. Further improved flight characteristics using the FS9 turboprop model now featuring properly flat-rated PT6A-110 engines. gmax design partner Antonis "Anthony" Konstantinidis reappears again (the detailed outside texturing is also by him) Probable FS-first: VHF Homing Indicator by Roman Stoviak. Panel, most gauge programming, soundset and flight dynamics by Mathias Elsaesser.

NAMC YS-11 v.2.7, ANA / ANK Package. New features: improved model with feathering prop blade animation and parking mode with streamers, wheel chocks etc. Better VC with new night lighting, smooth gauge update rate, more clikckable controls and VC window rain effects. This is a complete aircraft containing panel, sounds and effects. No previous version needed. Manual included. Author: Esa Kaihlanen et al. /AFG/ texture:Anthony Konstantinidis

Yakovlev Yak-9D Unit: 163 IAP, 336 IAD Baltic front 1944 Pilot: Anatoly Sergeevich Morozov The Yakovlev Yak-9 was a development of the robust and successful Yak-7B fighter, which was based in turn on the tandem-seat advanced trainer known as the Yak-7UTI. It was the first Yak fighter to have lighter metal structure that allowed for an increased fuel load and armament over previous models built only of wood. It was highly maneuverable at high speeds at low and medium altitudes and was also easy to control, qualities that allowed it to be the most produced Soviet fighter of World War II. The Yak-9 series was produced in different variants including the long-range Yak-9D and the Yak-9DD with additional wing fuel tanks to escort bombers over Eastern Europe; the Yak-9T with a 37 mm cannon; the "large-caliber" Yak-9K with a 45 mm cannon, which was used for antitank operations; the fighter-bomber Yak-9B with an internal bomb bay behind cockpit capable of carrying up 880 lb of bombs; and the Yak-9U with a more powerful engine and improved aerodynamics. The Yak-9 remained in production from 1942 to 1948, with 16,769 built, of which 14,579 were built during the war. The Yak-9D had the fuel capacity increased from 120 to 170 US gallons, giving a maximum range of 870 miles, but its combat usefulness at full range was limited by a lack of radio navigation equipment. Most were used as short-range fighters with fuel carried only in the inner wing tanks. Armament was one 20 mm ShVAK cannon with 120 rounds and one 12.7 mm UBS machine gun with 240 rounds The powerplant was a Klimov VK-105 V-12 liquid-cooled piston engine, providing 1,210 hp. Maximum speed was 385 mph at 19,400 feet. The Yak-9D was produced between March 1943 and June 1946, with a production total of 3,058 aircraft. Credits Captain Kurt: Aircraft model, VC, paint textures, aircraft flight files, and .dp 2D Panel: Morton Yak-3 with permission to modify to Yak-9 Kelticheart: Prop blurred texture Gauges: Most are by Morton for the Br Yak-9U

Yakovlev Yak-7b Unit: 29 GvIAP Leningrad front, 1943 Pilot: Major A.V.Chirkov eventual 29 victories The Yakovlev Yak-7 was developed from the earlier Yak-1 fighter. It was initially intended as a two seat type conversion trainer. As it incorporated a number of design improvements over the Yak- 1 it was soon realized that it would make a better fighter than the Yak-1. The rear seat was removed and the rear canopy was faired over. The Yak-7 proved to be a capable aircraft. The Yak-7a was put into production with more improvements: Two ShKAS on the cowling had been replaced by two 12.7 mm (0.50 in) UBS machine guns with 400 rounds (260 for the left and 160 for the right). It was powered by an M-105PA engine with an axial ShVAK cannon with 120 rounds. Oil and glycol radiators were refined, the tail wheel was made retractable; joints and skin were more carefully made; panels on engine cowling fitted better; the propeller reduction gear worked better; an electro-pneumatic reloading system was installed; canopy frame was reinforced. It entered service in My 1942. The Klimov M-105PA was found to be slightly under-powered. In the Yak-7B, it was replaced with the M-105PF engine having an additional 130hp, making it faster and more maneuverable. Generally liked by its pilots, it was then on a par perfomance wise with the Bf109G-2 and Focke Wolf Fw190A at altitudes below 15,000 feet. The definitive single-seat variant was the Yak-7B, which was produced in large numbers - approximately 5,000. A note on the strange green camouflage color: The giant manufacturing complex, Zavod 156 Novosibirsk, producing the Yak Fighters had been manufacturing farm equipment prior to mobilization. All the manfactured farm machinery was painted with this "tractor" green. Due to the confusion and chaos caused by the German invasion, the paint meant for tractors was the only green color available in 1941/1943. And so it was used on the Yak-1 and Yak-7 fighters. Apparently bomb rack and rocket racks were not interchangeable in the field. Universal armament was: 1 x 20 mm ShVAK cannon, nose-mounted 2 x UBS 12.7mm machine guns, nose-mounted Credits Captain Kurt: Aircraft model, VC, paint textures, aircraft flight files, and .dp 2D Panel: Morton with permission to modify Kelticheart: Prop blurred texture Gauges: Most are by Morton for the Br Yak-9U Bombs, rockets, and racks are from Ivan Hsu's I-16 series