GBH2002
proudly presents
The Handley Page HP.81 Hermes Project
an aircraft for FS2002
One of the prototypes on final approach.
1) What
did you get by this zip-file?
The aircraft is called Handley Page HP.81 Hermes IV by its full name or
curtly HP.81 Hermes. See details below in this file.
This package
incorporates the following five authentic liveries:
B.O.A.C. - British Overseas Airways Corporation
Registration: G-ALDG "Horsa", c/n 08 (ca.
1952)
Air Safaris
Registration: G-ALDM, c/n 14 (ca. 1961)
Air Links
Registration: G-ALDA, c/n 02 (ca. 1963)
Falcon Airways Ltd
Registration: G-ALDC, c/n 04 (ca. 1960)
Britavia
Registration: G-ALDU, c/n 21 (ca. 1955)
2) Who did you get it
from?
All new gmax-plane by Georg Hauzenberger
AIR file by Brian Horsey
textures by Georg Hauzenberger and Hans Hermann,
based on textures by Hans Herrmann [his Canadair CL-4]
- almost all of the paint, Tom Gibson and Harry Follas had their hands on them,
too.
The rest of the textures is by FS Design Berlin,
especially Arik Hohmeyer and Chris
Grabow, [C-54, Avro York] - the props (C-54), the Wings and the Wheels
(both York).
Thanks to you, guys and also to freeflightdesign for
their great design forum. Wouldn't have made it without you.
3) Features
This plane features textured props, animated landing
gear, flaps, ailerons, elevators and rudder. It also features a steerable nose
wheel, rotating wheels and compressing gear. Special feature: working
cowl-flaps (STRG+SHIFT+V to extend them, STRG+SHIFT+C to close them).
Because there's none of these birds alive still no
panel and no sounds available. If you find a picture of the panel EMAIL ME AT
ONCE! ( simcaptain0815@gmx.de )
Note, that this is my first ever FS design, it's quite
a long way from being perfect, I just wanted to close a gap in flightsim.com 's
file library (and therefore the FS world). So don't go complaining about
bleed-throughs and stuff. Rather do something about it (see below).
Please note, that so far there are no night textures.
I expect an update to cure that matter to be published very soon. Sorry, but I
wanted to get that published!
4) Installation in
FS2002
Extract the file to the \FS2002\aircraft directory
using WinZip or a similar program making sure the “paths” option is turned on.
Due to it being a gmax aircraft, THIS AEROPLANE CANNOT
BE USED with any Flight Simulator elder than MICROSOFT FLIGHT SIMULATOR 2002.
If you are using WinNT/2000/XP, you may have to
"repair" the MDL file before you can use it (you'll get an error when
you try to load them into FS). The file is mdrepair.zip at www.flightsim.com . I am writing
this file on a Win2000 notebook on which the MDL made no problem whatsoever.
But with Microsoft you never know, as you know.
Panel:
I recommend Tom Gibson's DC-6 IFR panel for flying this plane realistically.
The DC-6 IFR panel can be downloaded from the Classic
Airliner Page;
http://members.aol.com/TGFltsim/panels.htm . You will need
to change the panel.cfg file; instructions are in the panel.cfg file you will
get.
But any other 4 engined prop panel will do just as
well.
Sound:
I recommend some DC-3, DC-4, DC-6, CL-4, Ju-52/3m,
C-124 Globemaster or CV-240/340/440 sound. At any rate it should be a multi
radial engine sound. Have a look at www.flightsim.com !
5) Flying this
aircraft
Nose gear:
The nose gear will rotate AT LOW SPEEDS (neither when
standing nor when going too fast) IF you move your yoke or joystick (assuming
you have autocoordination ON). OR the third axis of your joystick (if you have four
of them - not joysticks, axes!). OR you tread onto your pedals (if you’re that
lucky to have some).
Realistic cowl flaps:
The cowl flaps for the engines will move GRADUALLY
(i.e. step by step) from open to closed. You can operate them separately for each
engine by selecting that very engine (press E and the number of the engine
(1234)).
Use STRG + SHIFT + V to open them
and STRG + SHIFT + C to close them
For any other items, this aircraft will fly exactly
like any other aeroplane of its type and time. If you are not familiar with
historic propliners, you should bring along lots of experience with the Cessna
172/182 series (the Mooney and the Piper PA-28 will do) and at least some
experience with the Beech Baron AND the Boeing 747.
6) History
I found two very good type histories, one on the web
and one in a German book. I decided to put them here both, unabridged. I of
course had to translate the latter one. I may add that, after many mishaps
during projection, once in service the Hermes proved as a not extremely
reliable but very solid and good natured airliner. Though the type suffered
severe crashes (even a midair collision) the Hermes never killed everyone
aboard. But, like so many aircraft of the time, it suffered from BOAC’s lack of
decision, the notorious lack of power of British engines and the inavailability
of funds in post-war Britain. The Hermes was developed parallel with Bristol’s
Britannia (initially Hercules-driven, too), DeHavilland’s trend setting Comet
and Vickers’ venerable Viscount, great aircraft all three of them, but only the
Viscount (ordered by a comparatively easy going British European Airlines) made
a hit. BOAC never could decide how they wanted their propose-built British
aircraft to be (but they bought everything trans-atlantic manufacturers wanted
to sell to them) and thus ruined all three designs (and some more). Pity
British manufacturers didn’t get any wiser in over 80 years of Imperial
Airlines, BOAC and BA history. Now (2002) none of them is left.
Here you see
sketches of the plane.
Technical Data:
Lengh 29.50m (~96.40ft)
Hight 9.15m (~29.90ft)
Wingspan 34.15m (~111.60ft)
MTOW 39,009kg
cruise speed 430km/h (~232kt)
ceiling altitude 7,500m (~22,500ft)
range 3,500km (~6,500nm)
powerplant 4 Bristol Hercules aircooled radial engines
of different ratings
Type history:
"The HP.81 Hermes was the first post-war
developed commercial aeroplane to be put into service by British Overseas
Airways Corporation (BOAC). The initial HP.64 project from 1944 marked a
passenger aircraft with 34 to 50 seats, which components of the Halifax bomber
should be used for widely. This project was given up, though, in favor of the
HP.68 Hermes I, which was equipped with four Bristol Hercules 101 radial
engines rated at 1,650hp (1,213.5kW) and a pressurized cabin. The development
of the Hermes suffered a heavy blow, when the first prototype G-AGSS crashed
upon takeoff for its maiden flight on December 3rd, 1945. For quite some time
the civil Hermes stepped to the background, while the military version Hastings
was developed to serial production. The prototype of the Hastings (TE580) did
its maiden flight on May 7th, 1947, shortly afterwards deliveries to the Royal
Air Force started. With BOAC having placed an initial order for 25 Hermes in April
1947, yet on September 2nd, 1947 the second prototype of the civil Hermes could
take off for the first flight. This airframe, designated as Hermes II, had a
fuselage 4.67m longer than its predecessor and Hercules 121 engines of 1,675hp
(1,232kW) each were mounted. But the round cabin windows and the tailwheel of
the Hermes I were maintained still. The finally produced version was called
HP.81 Hermes IV, the first example G-AKFP made its maiden flight on September
5th, 1948. The use of more powerful Hercules 763 engines, which developed a
power of 2,100hp (1,544.5kW) each, enabled a significant increase on payload to
7,711kg. The tailwheel was now replaced by a twin-wheel nosewheel and the cabin
windows became box-shaped. The first Hermes IV was handed over to BOAC on
February 2nd, 1950. During that year service initiated on the routes to Western
and Southern Africa. At regular seating the Hermes IV hauled 40 passenger along
with a crew of five, but at narrow seating (charter) up to 63 pax could be accomodated.
The Hermes was not an exceptional aircraft, because its ecconomical and
technical thrustworthiness left a good deal to be desired. Due to that BOAC saw
the Hermes as an interim solution, and it took only two years for the planes to
be replaced by more recent types. A considerable number of the former BOAC
planes was taken over by Airwork Ltd. and re-equipped with four Hercules 773
engines rated at 2,125hp (1,563kW). After the Comet I disaster BOAC was forced
to re-inaugurate the Hermes IV temporarily in July 1954, because no other long
range type was available. In 1958 the type was finally disposed of by BOAC. The
charter version Hermes IVA hauled 68 passengers. The Hermes was in service
until the early 1960s with some British charter carriers, alongside Airwork
with Air Safaris, Falcon Airways, Skyways, Silver City Airways, Air Links and
Britavia. By the end of 1965 all aircraft of this type were out of service.
Under the designation Hermes V two trial aircraft were
completed between 1949 and 1950, which were powered by four Bristol Theseus 502
PTL engines with 2,490shp (1,831kW) each. The project was cancelled soon
after."
(cited
from "Verkehrsflugzeuge der Welt", Jochen K. Beek, Motorbuch-Verlag,
Stuttgart 2000, page 134, adapted by Georg Hauzenberger)
G-ALDT in Skyways colours.
History #2:
In its production Hermes IV version, this
civil transport was one of the first new British airliners to enter post-war
service with British Overseas Airways Corporation. The Handley Page Hermes was basically a commercial version of the RAF's
Hastings, and it had been the company's original intention to develop the civil
Hermes first, but when the H.P.68 Hermes
I prototype crashed on its maiden flight, on 3rd December 1945, priority
was given to development of the military transport for which the RAF then had a
most urgent requirement. As a result it was not until 2nd September 1947 that
the next Hermes development aircraft was flown, this being the H.P.74 Hermes II (G-AGUB) which, by
comparison with the Hastings, had the fuselage lengthened.
Successful testing of the Hermes II led to
the H.P.81 Hermes IV, the definitive
production version, of which the first (G-AKFP) was flown initially on 5th
September 1948. It differed primarily by having tricycle landing gear and more
powerful Hercules engines, and was followed by 24 similar production aircraft.
The type entered service with BOAC on 6th August 1950 (on the airline's
London-Accra route) and was equipped for operation by a crew of five. Standard interior
layout was for 40 passengers, but as many as 63 could be seated in a
high-density arrangement.
After some two years of service BOAC
replaced the Hermes fleet by Canadair Argonauts, but had little difficulty in
disposing of the surplus aircraft. Most were re-engined subsequently with
Hercules 773 engines, bringing redesignation as Hermes IVA and, in addition, Handley Page built two H.P.82 Hermes V aircraft. These were
intended to evaluate the performance of the Hermes with turbine powerplant,
each having four 2,220 hp Bristol Theseus turboprops, but no further examples
were built. Hermes IV/IVA aircraft remained in service with a number of
operators until the mid-1960s.
Specifications:
Handley
Page Hermes IV
Type: Medium-range
civil transport
Powerplant: Four 2,100 hp Bristol Hercules 763 14-cylinder radial piston engines
Maximum speed: 350 mph
Cruising speed: 270 mph at 20,000 ft
Service ceiling: 24,500 ft
Range with 14,125 lb payload 2,000 miles
Empty weight: 55,350 lb
Maximum take-off weight: 86,000 lb
Span: 113 ft 0 in
Length: 96 ft 10 in
Height: 30 ft 0 in
Wing area: 1,408.0 sq ft
(taken from www.handleypage.com , aircraft page
2, HP.81)
7) History of G-ALDG ‘Horsa’
This aircraft (c/n 8) was initially delivered to BOAC,
later went via Airwork Ltd. and Falcon Airways to Silver City Airways. It then
came into possession of British United Airways, where it was transformed to a
cabin trainer. That means wings and control surfaces were clipped off and the
fuselage was put beside a hangar at Gatwick. The canopy even outlived BUA, as
after their merging with British Caledonian Horsa eventually was repainted to
BC livery. It seems to have been quite up to his duty, for G-ALDG survived in
this role to our day – so far the only of its kind.
G-ALDG in 1969, 1971 and 1976
After the merger
of British Caledonian with British Airways in the late 1970s the trainer
obviously was no longer needed, as the Imperial War Museum, Duxford, Cambridgeshire,
UK took charge of the plane. Paradoxically by that merge the plane had again
come into possession of its first owner, as BA is nothing else than the legal
successor of BOAC, even maintaining their callsign – the famous “speedbird”.
Horsa was repainted to her original BOAC-livery and then put on display at
Duxford Aerodrome, where she lived happily ever after. If you happen to be
somewhere around Cambridge or Stansted airport and have time, go and visit her.
It’s really worth while! I missed to do so some five years ago and still regret
it.
The airliner display at Duxford with
G-ALDG up front
And here’s a list
of ALL of them
Additional info:
There are some accident descriptions, including what
happened to both prototypes (G-AGSS and G-AKFP), at www.aviation-safety.net
A bunch of pictures can be found on www.airliners.net
G-ALDM in BOAC colours somewhere above the
Channel
8) Legal Stuff
Copyright GBH2002
####################################################################################
DO NOT SELL, CD-BUNDLE OR REDISTRIBUTE THIS FILE SEEKING
MONETARY PROFITS, THIS FILE IS FREEWARE.
####################################################################################
These data in no matter what shape are for private use
only and therefore must not be sold either as single items or as parts of an
FS-collection. All elements put togehter are Freeware!
Note:
Naturally, nobody can guarantee that these data will
function properly and that no problems will occur along with installation and
usage. I myself have no problems at all running this aircraft on my system(s).
This plane has been tested on an AMD Athlon 500
running Win98 with a 16MB NVidia TNT2 graphics chip and an Intel Pentium III
800 notebook running Win2000 with an ATI Rage Mobility graphics chip and on my
beta tester Hans Hermann’s system (don’t know what he’s got, but THANKS Hans).
With no problem, of course.
Repaints and Remodellings:
Feel free to email me, I'll have my gmax files and
texture and so on ready for you. In other words: you're welcome to do any
single thing to and with this aircraft, AS LONG AS you inform me beforehand and
credit me (Georg Hauzenberger) as the original author.
I will allow myself to hold back repaint permission
for liveries I will do myself or which any other subject has been granted
permission for.
9) Conclusion: Thanks
& Contact
Thanks:
First and foremost to Hans Hermann, who proved as a
particularly particular beta tester (which is always a good thing) and an
excellent source of inspiration and technical details. Special thanks for his
beautiful textures, the night textures on the aircraft (planned to be released
soon) and the production list shown above.
Also many thanks to the guys at FSDesign Berlin, who
generously allowed me to use their textures for some parts of the plane.
Furthermore their magnificent aircraft were a great stimulant for my own clumsy
doing. Visit them at www.fsdesign-berlin.da.ru .
Thanks to Tom Gibson, who started the proplining,
Harry Follas, for his metal textures, Brian Horsey, for the AIR file(s) and to www.freeflightdesign.com for their highly
informative website, which helped me out of many a mess.
Outlook:
I do think, you may expect some elderly Briton or
other from me from time to time. I think it very well might be the Bristol
Britannia, the Armstrong Whitworth Ensign or the Airspeed Ambassador. Mail me
which you like best (other types, too)! But don’t you dare to press me!
Contact:
Now, that's it. All the best for your flights, and if
you've got something to ask or complain about, do so! Of course, you may also
mail me if you like it!
Written in
September 2002
Georg B.
Hauzenberger
Rosenheim, Bavaria, Federal Republic of Germany,
Europe
And that’s NOT a postal address!