737-200 Msfs2020
Rosella Bowlan
The 737-200 was developed after a request from United Airlines for a lengthened version of the 737-100. The aircraft was 1.93m longer than the 737-100 and proved to be more popular with the airlines because of the extra passenger capacity it offered. The 737-200's maiden flight took place in 1967 and the first aircraft entered service with United Airlines in April 1968. The 737-200 was later replaced by the 737-200 Adv, which featured more powerful engines and greater fuel capacity.
The T-43A, a modified variant of the 737-200, was acquired by the USAF in 1973 to replace the aging T-29 (a military version of the Convair 240). The aircraft was used to train Navigators and Combat Systems Officers and had vastly improved capabilities compared to the T-29. Externally the T-43A differs from the 737-200 by the removal of unnecessary passenger windows and the addition of several antennas. The T-43A was retired in 2010 after 37 years of service.
737 Professional for FSX comes in ten international liveries and features a highly detailed 737-200 ADV model. The Expansion Packs bring you the 737-100 model in ten new international airline liveries, the 737-200 model in eight new liveries and also the USAF T-43A training aircraft with three highly detailed liveries.
Also, as there are not, to my knowledge, all that many classic steam gauge airliners currently available (of the Boeing, Douglas, DeHavilland variety), I think a classic 737-200 would sell like hotcakes.
Aircraft developer Milviz has given a brief update on how progress is coming with their 737-200 for Microsoft Flight Simulator. The project itself was confirmed back in August 2020, but the team has been quiet on news from the classic aircraft. However, that has changed with some new information that has come to light.
In addition to that, Milviz now is confident that they can bring the 737-200 to a level they would expect. After some extensive time now with the SDK, and the various improvements to it, they are now in a much better place than they were a year ago when it was originally announced.
Additional features in the T-6A include detailed modeling and texturing, a comprehensive manual, the ability to fly from both front and back seats, and realistic failures and damage simulation, including effects like fire during crash landings.
The team is working to release the C-130J when possible. This will also be a highly detailed simulation, with fully functioning circuit breakers collimated HUDs for both pilots and co-pilots, a full simulation of the fuel system, and more.
The Boeing 737-200 continues making progress, with the model nearing completion and ongoing code development and sound recording. The focus is on analog systems, with no plans for an FMS. The features include a full sound set recorded from the aircraft.
The MH-60 Seahawk model is completed, but due to classification issues, it will be released under the Shrike branding, with some simplified systems. The features include weapon systems, although initial functionality may be limited. A weapons pack will be included for those who purchase it through the Marketplace.
The development is progressing well, focusing on a realistic flight model and detailed modeling. The configuration offers options for personalization, including various operational features. The custom-developed flight model is aimed at extreme realism, replicating specific flight characteristics of this iconic American helicopter.
Blackbird is also working on the F-86 Sabre. Here, the model and texturing are done, with remaining work awaiting on free time from a developer currently allocated to another project.
So, what are you most excited to see next from Blackbird? A classic Boeing airliner in the 737-200? A unique high-altitude, high-speed flier with the SR-71? Or do you prefer the rotating wings and iconic mission profile of the Huey? Let us know in the comments below!
This is an update for FSX of the B737-200 by Erick Cantu and painted by Marcelo Allende. It has been given a B737-400 panel and sounds and updated flight dynamics; including adding the other three wheels. This is the whole aircraft. No virtual cockpit. By Bob Chicilo.
The above speeds are approximate but close according to what I could find on the internet. One thing that was wrong was the service ceiling for the aircraft. That is, if the pilot did not lie when on a flight back from Florida to Detroit, we were informed we were climbing to 39,000 ft. to get over some turbulence; where we stayed until decending to land. The internet says 37,000 ft. for the service ceiling, if true, we would never have reached 39,000 feet. I know we were in a B737-200, I am unsure that it was the advanced model.
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The Title sounds a bit like a James Bond sequel, but it's not.... In my previous post on Bonanza Air Lines, I'd noted that the airline was a "local service" carrier in the West Coast and had started its operations by transporting passengers from towns in the state of Nevada to the Casinos and Hotels of Las Vegas. I'd taken (piloted) a trip in a Bonanza plane, with the possibility of striking a Bonanza...maybe, in one of those locations...?...though, in RW, I do not recall any such luck during my couple of visits to Las Vegas... (the word Bonanza being explained by the Dictionary as "a situation or event that creates a sudden increase in wealth, good fortune, or profits") ....
So, I try one more time here... (though it's the third time that is a charm, the saying goes...) with another airline (this is beginning to be bit of a compulsive thing...though virtual and imaginary...), I found this airline, of similar nature and purpose, (with an interesting livery too), that was operating, once upon a time, also in the West Coast, called "Casino Express". Established on July 20, 1987, this air carrier began operations in 1989 using Boeing 737-200 jetliners flying exclusively for the Red Lion Hotel and Casino in Elko, Nevada (See "Elko, Nevada" marking on the 737 fuselage of my pictures, below). It operated (scheduled) 737 service, in the weekends, connecting Elko Regional Airport to many U.S. cities such as Portland (OR) and Seattle (WA). Casino Express Airlines also operated one Boeing 737-200 jetliner for the start-up airline Tahoe Air, which provided scheduled passenger air service from the South Lake Tahoe Airport with nonstop flights to Los Angeles International Airport in southern California and also nonstop service to San Jose International Airport in northern California. So, here, for this post, I've chosen a sample flight, between Lake Tahoe Airport (KTVL) and San Jose International Airport (KSJC).
On December 8, 2005, with an objective to expand into public and private charter services, Casino Express changed its name to Xtra Airways, to reflect its broader focus. Then, later on, in another twist of events, the airline would be eventually acquired by a business entrepreneur, and renamed as Avelo Airlines, under which name it's currently operating out of Hollywood Burbank Airport in California.
Oh...you did fly the Casino Express to Elko...IRL...?.... As you know, John, I'm obliged to wear the Pilot's uniform on all these trips...?...so, hopefully, I'm exempted from that coming home shirtless part...but that always remains a distinct possibility...
CS has done a good job replicating the feel of it, here. When they first brought it out in steps, I was rather active in their Forum, many moons ago, even contributing criticism of its flight characteristics there...nouveau (virtual) simmer's (over) confidence ...?.... I do recall folks asking there, "where is the GPS button...?"....and been (curtly) told to fly like it should be flown...based on VORs etc...
Brings back memories. When I worked in Duluth probably around 2008 or so we used to get that airline in for charters....CXP was the 3 letter...and they'd go to KIFP. We always joked it was International Fun Place
[Ryan: Your stint at Duluth must have brought you in contact with some interesting such airlines...yes, indeed, Casino Express later wished to shade the association with "Casinos" alone and diversified into charter services (private and public) .... Looks like it was then acquired by a former COO of United Holdings and is operating, these days, with a fleet of 737-700s/-800s as an LCC...
First introduced on the series 200 in Feb 1979 as the Performance Data Computer System (PDCS), the Flight Management Computer (FMC) was a huge technological step forward. Smiths Industries (formerly Lear Seigler) has supplied all FMCs installed on the 737.
The PDCS was developed jointly by Boeing and Lear Seigler in the late 1970's. It enabled EPR and ASI bugs to be set by the computer and advise on the optimum flight level, all for best fuel economy. It was trialed on two in-service aircraft, a Continental 727-200 and a Lufthansa 737-200 for nine months in 1978 with regular line crews and a flight data observer. The 737-200 showed average fuel savings of 2.95% with a 2 minute increase in trip time over an average 71 minute flight. The 727 gave a 3.94% fuel saving because of its longer sector lengths. The PDCS quickly became standard fit and many were also retrofitted. By 1982 the autothrottle had been devised and thrust levers could be automatically driven to the values specified by the PDCS.
The true FMC was introduced with the 737-300 in 1984 this kept the performance database and functions but also added a navigation database which interacts with the autopilot & flight director, autothrottle and IRSs. The integrated system is known as the Flight Management System (FMS) of which the FMC is just one component. Most aircraft have just one FMC, but there is an option to have two this is usually only taken by operators into MNPS airspace eg Oceanic areas. The FMS can be defined as being capable of four dimensional area navigation (latitude, longitude, altitude & time) while optimising performance to achieve the most economical flight possible.
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