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Post by chasensfo on Aug 21, 2020 9:22:20 GMT -5
\\Oman Air 1998 Oman Air (1993 - Present) IATA: WY ICAO: OMA CALLSIGN: OMAN AIR Oman air is the national airline of Oman, based in Muscat(MCT), located on the Eastern most portion of the Persian Gulf. Though much larger in size than the United Arab Emirates and Kuwait, Omani travel prior to 1993 was very limited. Oman Air was established in 1993 with a leased Ansett Australia 737-300, initially serving Dubai(DXB) but later expanding into India and Pakistan. A320s came along soon after allowing further expansion to Sri Lanka and other further points, but the fleet remained small. By 1998, the airline operated all of it's scheduled flights with 3 A320s and 1 DHC-6. The DHC-6 wore "Oman Aviation" titles, though fully owned by Oman Air. The aircraft served various domestic airports linking them with MCT. Most of these airports have since either been closed to civilian use, closed entirely, or lost airline service since. The A320s flew up to 3 times daily on the countries busiest domestic route between MCT and Salalah(SLL), and those were the only flights to SLL, which today is served by various Middle Eastern airlines! Other than that route, all A320 routes were international, with most being flown 1-2x weekly but a few trunk routes like MCT-DXB being flown daily. Like most airlines in the region, these few weekly frequencies allowed the airline to operate a relatively vast route map despite having just 3 aircraft. Flights operated almost around the clock, despite the short average flight lengths, which was also a common feature of most Middle Eastern airlines. In addition to these aircraft, Oman Air had a fleet of several Fokker 27s(also mostly wearing Oman Aviation titles) and a Citation jet used in a government role for ILS and runway calibration purposes at Omani airports. The Fokker 27s do not appear in the schedule, and flew charter flights across the region as well as flying in occasional government transport roles. Only the scheduled flights are included at this time, I will go back and add the non-scheduled aircraft in the future when I complete the other Omani aircraft operators, of which Oman Air is the only scheduled and civilian carrier in the country. Despite these humble beginnings, the airline would grow into a long haul carrier which as of 2020 operates aircraft such as the A330 and Boeing 787 to over 50 destinations across Europe, Asia, Africa, and the Middle East. Flightplans by Vadim Stepanyuk and myself. The A320 is still needed, but there is an HTAI DHC-6 repaint on Avsim as "htai_dhc6_oman_avn_svc.zip". A320: DHC-6: Download Oman Air 1998 flightplans here
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Post by chasensfo on Sept 1, 2020 23:41:49 GMT -5
\\Falcon Express Cargo Airlines 1998 Falcon Express Cargo Airlines (1995-2012) IATA: FC ICAO: FCX (use FDX for parking as well) CALLSIGN: FALCON CARGO Falcon Express Cargo Airlines was a UAE cargo airline based in Dubai(DXB) which was founded in 1995 with B1900Cs to offer expeditious air shipping on behalf of FedEx in the Gulf region. In 1998, the airline had 4 B1900Cs and flew 5 routes serving 7 cities. While the routings are real, the flight numbers and times are representative, with the aircraft arriving in DXB at night and departing in the morning on weekdays, and sitting idle in DXB on weekends sans an occasional charter as is usually the case with these operations. The airline would grow to add more aircraft, including the Fokker 27, and gain additional contracts with DHL, UPS, and TNT Cargo in addition to the FedEx flying. Despite this growth, the airline failed in 2012 for reasons unclear. The HTAI B1900C is on Avsim here: library.avsim.net/search.php?SearchTerm=texture.feca-falconexpresscargoairlinesltdb1900c.zip&CatID=root&Go=SearchB1900C: Download Falcon Express Cargo Airlines 1998 Flightplans here
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Post by chasensfo on Sept 1, 2020 23:43:08 GMT -5
\\Fujairah Aviation Centre 1998 Fujairah Aviation Centre (1986 - Present) IATA: NONE ICAO: FUJ CALLSIGN: FUJAIRAH Fujairah Aviation Centre is both a flight training academy and a jet charter operator, based in the UAE at the Fujairah Airport, which is known for being the storage places of dozens of exotic Russian jetliners. In 1998, the company was still small, with 1 Learjet 60 doing the jet charters and a fleet of Cessna 172s and Piper 34s doing pilot training flights in the region. The company was also the only non-royal public use jet charter company in the UAE at the time. The Learjet ended up all over the world, and these plans take it on real trips to Europe and Australia, as well as a few routes in the Gulf region. As in the late 1990s there was not much general aviation in Dubai outside the Amiri flight carriers, this will provide some variety. As there are no photos of the Cessnas and Pipers prior to 2009 that I could find, I am unsure of how the aircraft looked, so just use generic HTAI or default Cessnas and Pipers. There is a repaint for the HTAI Learjet 60 here: library.avsim.net/search.php?SearchTerm=learjet60_a6-sms.zip&CatID=root&Go=SearchLearjet 60: Cessna 172\Piper 34 Training: Download Fujairah Aviation Centre 1998 Flightplans here
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Post by chasensfo on Sept 1, 2020 23:50:26 GMT -5
****DELETE PREVIOUS SAUDIA CARGO 1998 AND SAUDIA BETA 1998 FLIGHTPLANS BEFORE INSTALLING THESE**** \\Saudia 1998 Saudi Arabian Airlines (1945 - Present) IATA: SV ICAO: SVA CALLSIGN: SAUDIA Saudi Arabian Cargo (1974 - Present) IATA: SV ICAO: SVAC CALLSIGN: SAUDIA Saudi Arabian Royal Flight (1968 - Present) IATA: SV ICAO: SVA (use VIP for parking purposes) CALLSIGN: SAUDIA Saudi Arabian Airlines Special Flight Services (1978 - Present) IATA: SV ICAO: SVA (use VIP for parking purposes) CALLSIGN: SAUDIA Saudi Arabian Airlines is the national airline of the Kingdom of Saudi Arabia, the largest country in the Persian Gulf and one of the oldest airlines in the Middle East. Founded just after World War II, Saudi Arabian Airlines was initially run by American interests, specifically TWA who essentially held the airline as a subsidiary in the early years, and is based in Jeddah(JED). Until 1981, the airline was based at Jeddah's Kandara Airport. The airline initially operated DC-3s on regional routes, and while it did not yet have a dedicated cargo airline, the DC-3s were operated as Combis, able to take cargo or passengers, whatever the demand required. In 1962, the airline received 2 Boeing 720s and expanded internationally as far as London(LHR). Some aircraft were introduced in a VIP layout under the name "Saudi Arabian Royal Flight", catering to the Royal Family. Rapid expansion continued, and large numbers of big modern aircraft like the L-1011 were ordered. Like many airlines ahead of their first "jumbo jet" delivery, Saudia introduced a new livery in 1970, which would remain the primary livery for the next 27 years, and the name was changed to "Saudia", though the airline continued to trade as Saudi Arabian Airlines. By the end of the 1970s, the first 747s were leased from MEA, and the airline had started both a cargo subsidiary and a VIP executive jet subsidiary called Saudi Arabian Airlines Special Flight Services, catering to the Saudi Royal Family and their associates with Gulfstream GIIs. In the 1980s, the airline added several aircraft like the 737-200, A300B4\600R, and 747SP to the fleet, and expanded both West into the United states, offering RUH-JFK non-stop with the 747SP, and East into Asia as deep as Japan. Business class was also introduced for the first time during this period, with one class of service prior. In 1997, the airline introduced a new livery for it's brand new 747-400s , 777-200s, MD-11Fs, and MD-90s which were about to be delivered, featuring a tan "sand"-like fuselage with a white belly and a new blue tail. By the end of the 1990s, a decent portion of the domestic fleet, except for the L-1011s, was in the new colors, but most of the fleet was still in the 1970 livery. By the end of the 1990s, large hubs were also operated in DHA and RUH, while Saudia's eclectic domestic network turned many cities into focus cities with several routes, though many were operated once or twice weekly. The 1998 fleet consisted of just 2 747-400s, used on flights to the United States(including a IAD\JFK-MCO routes) and a large fleet of 747-300s and 747-100s, almost all wearing the 1970s colors with one exception each for the 2 types. One 747SP was retained in the regular passenger fleet, while the rest were being used by Royal Flight in a VIP role, with 1 aircraft in the new colors. The first several 777-200s were in service, but used only on medium haul routes initially, such as to major cities in Europe, and did many "tag on" flights between European cities. A large number of L-1011-200s were still operated, but all of them remained in the old livery and flights were almost strictly domestic, with the exception being a flight to Bahrain(BAH). 2 L-1011-500s in the old livery were also operated by Royal Flight at the time. Airbus A300-600Rs had an extensive network across the Persian Gulf, but also flew as far as South Africa(JNB). Brand new MD-90s were quickly joining the fleet, but rather than replacing the 737-200s, they were mostly flying alongside them allowing for significant regional expansion at the time. In addition to these flights, the Hajj pilgrimage, which brings millions of Muslims to JED each year, was supplemented with aircraft being wet-leased, and usually painted as well, for the occasion. In 1998, the Hajj fleet consisted of an American International Airways 747-100 with Saudia titles, 2 Air Atlanta Icelandic 747-200s in a non-standard Saudia livery, and 1 Tower Air 747-100 in a hybrid 1997 Saudia livery. In addition, I decided to include a Kuwait Airways A340(with Saudia titles) and 2 World Airways MD-11s (one Aer Lingus hybrid colors and one in a fake Saudia livery), and a SkyJet DC-10-15 (which wore a pseudo Saudia livery) that were active in 1999. All Hajj flights are representative as far as the specific aircraft goes with a few exceptions where I had photo evidence, but all routes were actually flown in the 1990s Hajj from JED at least once. The cargo fleet consisted of several brand new MD-11Fs, which also support VIP movements with charter flights from time to time, and 2 747-200Fs leased from Evergreen International. The rest of the Royal Flight fleet consisted of 2 707-300Cs in the new 1997 livery, a 757-200 flying hospital in the 1997 livery, and a 727-100 and 737-200 in the old 1970 livery. These aircraft were accompanied by a cargo division of Royal Flight which operated a large fleet of L-100-30s and VC-130H's which supported VIP charters across the globe. The Special Flight Services fleet consisted of large number of Gulfstream II, III, and IV jets, 2 Falcon 900s, a DHC-6 Twin Otter used for domestic flights mostly, 2 Citation 550s, and a CL-604 Challenger. All of these aircraft wore the 1970 livery except for 1 GIV and the CL-604, which both wore generic liveries with no Saudia markings, likely for discreet travel. The Royal Family likes to put on a show, and you'll find that sometimes several aircraft arrive and depart around the same time on VIP charters, often spending days at the same airport together. These late 1990s trips with several aircraft include a weekend get away to Malaga(AGP), a trip to Tokyo(NRT) and Seoul(GMP), and trips to Newark(EWR) and London(LHR). As many as 5 or 6 aircraft may be on these trips together, ranging from biz jets to Hercules or MD-11 cargo planes to 747s, making quite the sight in your simulator. As aviation photography has been illegal in Saudi Arabia for many decades now, there were very limited sources on any non-scheduled domestic movement or flights across the Gulf(where most countries also outlaw aviation photography), so most of those flights are representative while the longer international flights are all based on real trips. Saudia is still around today, flying modern aircraft like the 777-300ER and Boeing 787, and still operates a large VIP subsidiary. Saudia has a similar livery to the 1997 colors today, but it is different, so double check the tail and titles for your repaints. To ensure the VIP fleet does not park on gates, give them "VIP" parking codes instead of "SVA" and assign "atc_parking_types=MIL_Cargo,RAMP" to ensure they park properly. Some paints are still needed, but many are completed. I seem to have a 1997 livery FAIB 747-400 from Juergen, but I only see the newer liveries on his site. Please let me know if you know where to find it. The following paints are available: FAIB 747-400 (FS9 version, his FSX version does not have the 1997 livery): www.juergenbaumbusch.de/paints/SVA/FAIB%20B747-400%20Saudia%20FS9.zipFAIB 747-300 1970: www.juergenbaumbusch.de/?p=11774FAIB 747-300 1997: www.juergenbaumbusch.de/?p=7563FAIB 747-100 1970: www.juergenbaumbusch.de/?p=11776AIA 747-100 1997(uses 747-200 model): On Avsim as "b741_saudi_arabian.zip" FAIB 747-100 Tower Air Saudia Hybrid: On Avsim as "faib_747-100_tow.zip" FAIB 747SP 1970: www.juergenbaumbusch.de/?p=11779FAIB 747SP 1997 Royal Flight: www.juergenbaumbusch.de/?p=7569FSPX 777-200 1997: www.juergenbaumbusch.de/?p=11135FSPX MD-11 World Airways (Aer Lingus Hybrid): On Avsim as "fspxai_md-11_woa.zip" UTT MD-11 Saudia Cargo: On Avsim as "utt_saudi_arabian_md11.zip" DWAI L-1011 1970: On Avsim as brians-retro-ai.com/2020/08/16/saudia-lockheed-l1011-200/TFS A300-600R 1997: On Avsim as "ai306sva.zip" TFS A300B4 1970(use until -600R version is painted): On Avsim as "tfs_a300_sva.zip" NAAI 707-300C Royal Flight 1997: On Avsim as "naai_707-368c_sva_gvt.zip" AIA MD-90 1997: On Avsim as "md-90_saudi.zip" AIA 727-100 Royal Flight 1970: On Avsim as "aia_727-21_sva_gvt.zip" AIA 737-200: On Avsim as "sv74_b732.zip" HTAI L-100-30 1997: On Avsim as "l100-30_saudi_air_force.zip" HTAI VC-130H 1997(use until 1970 livery is completed): On avsim as "htai_vc130h_sva.zip" 747-400: 747-300: 747-200: 747SP: 777-200: L-1011: A300-600R: MD-90: 737-200: 747-200 Hajj operated by Air Atlanta Icelandic: 747-200 Hajj operated by Tower Air: 747-200 Hajj operated by American International: A340-300 Hajj operated by Kuwait Airways: MD-11 Hajj operated by World Airways: DC-10-15 Hajj operated by SkyJet: 747-200F Scheduled Cargo operated by Evergreen International: MD-11F Scheduled Cargo: MD-11F Royal Flight VIP Cargo Charter: 747-300 Royal Flight VIP: 747SP Royal Flight VIP: L-1011-500 Royal Flight VIP: 757-200 Royal Flight VIP Flying Hospital: 707-300C Royal Flight VIP: 727-100 Royal Flight VIP: 737-200 Royal Flight VIP: L-100-30 Royal Flight VIP Cargo: VC-130H Royal Flight VIP Cargo: Falcon 900 Special Flight Services VIP: Gulfstream GIV Special Flight Services VIP: Gulfstream GIII Special Flight Services VIP: Gulfstream GII Special Flight Services VIP: CL-604 Challenger Special Flight Services VIP: Citation 550 Special Flight Services VIP: DHC-6 Special Flight Services VIP: Download Saudi Arabian Airlines 1998 Flightplans Here
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Post by chasensfo on Sept 1, 2020 23:52:02 GMT -5
\\Chanchangi Airlines 1998 Chanchangi Airlines (1997 - Present) IATA: 3U ICAO: NCH CALLSIGN: CHANCHANGI Chanchangi Airlines is a privately held Nigerian airline based in Kaduna(KAD). The airline was founded in 1994, but did not start operations until late 1997 with a Boeing 727-200 and a 737-200 both leased from Aviogenex, and carrying Yugoslavian registrations. The airline offered daily flights on 3 routes with these aircraft, linking KAD with Lagos(LOS), Port Harcourt(PHC), and Abuj(ABV) with daily flights on each route. The 737-200 was only in service for a few weeks before it was destroyed in a ground fire after mechanics did so many high speed braking tests that the brakes eventually broke out into a large fire! Because of this, the schedule only includes a single 727-200. The airline found it's niche, and by 2000, added several Bac 1-11-500s and more 727s to the fleet, and more 737-200s and a 737-500 would join in the years after. Today, Chanchangi Airlines is still flying as one of the last airlines flying 737-200s on scheduled passenger flights, still operating 3 of them at the time of posting! The AIA 727-200 may be found on Flightsim.com as "brw72cha.zip". 727-200: Download Chanchangi Airlines 1998 Flightplans here
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Post by chasensfo on Sept 1, 2020 23:52:51 GMT -5
\\Kingdom Holding Flight Department 1998 Kingdom Holding Flight Department (1996 - Present) IATA: NONE ICAO: NONE (use "VIP" for parking) CALLSIGN: TAIL NUMBER Kingdom Holding is a VIP Flight Department based in Riyadh(RUH), Saudia Arabia. The company was founded in 1996 with a stubby Boeing 707-138(B) and a 767-300, both in a VIP luxury configuration and used for VIP charter work, especially for clients of Kingdom Holding Entertainment. In 1996-1997, the 707 was used by US musical legend Michael Jackson on his worldwide tour, and visited many countries in that aircraft across Europe, Asia, and Australia. After the tour, the 707 was stored in RUH and sold in late 1998 to a Congolese company in Africa. The aircraft flew to Port Harcourt, Nigeria(PHC) where it was destroyed in by fire during an act of arson. The 767-300 continued flying on-demand charters across the globe, and frequently visited popular holiday destinations in Europe and Asia and often visited North America. As there were very few flying 707-100s left in the world by 1998, I decided to create these plans for eye candy as the 707 will sit several days in RUH and several days in PHC. I have the 707 repositioning from PHC-RUH late at night so that you're unlikely to run into this "fake" flight. The 767-300 makes a trip to Los Angeles(LAX) via Faro(FAO), routing home via a quick real life visits to San Jose(SJC) and Seattle's Boeing Field(BFI) then a fuel stop in Dublin(DUB) and also visits the Maldives(MLE). The 767-300 was sold to Las Vegas Sands, who still operates it around the world in a VIP role today, and Kingdom Holding Flight Department is still around today, flying aircraft like the 747-400 and 747-8i in the same basic livery the 767-300 wore in 1996 at the company's founding. In the future when I return to doing flightplans from 1995-1997, I will revisit these plans and make a tour version for the 707. Make sure to assign these aircraft "atc_parking_types=RAMP" to ensure they do not park on passenger gates. The 707-100 is still needed, but the AIA 767-300 has been painted here: library.avsim.net/search.php?SearchTerm=aia763kd.zip&CatID=root&Go=Search767-300: 707-138(B): Download Kingdom Holding Flight Department 1998 Flightplans Here
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Post by chasensfo on Sept 1, 2020 23:56:38 GMT -5
***PLEASE DELETE MY PREVIOUS UAE AMIRI FLIGHT FLIGHTPLANS BEFORE INSTALLING THESE CORRECTED ONES SPLIT INTO THE PROPER COMPANIES, THE PLANS ARE VERY DIFFERENT*** United Arab Emirates Sharjah Ruler's Flight has been retroactively updated, you may find it here: link\\United Arab Emirates Dubai Air Wing 1998 United Arab Emirates Dubai Air Wing (1980 - Present) IATA: NONE ICAO: UAF (Also use VIP for Parking) CALLSIGN: DUBAI United Arab Emirates Dubai Air Wing is the Dubai-based(DXB) VIP transport agency, responsible for transporting the Dubai Royals and their associates. The company was founded in 1980 with a 727-200, and a 2nd 727-200 was added in 1982. The 727s were retired in 1985 and transferred them to Emirates, who used them to start service. Afterward, aircraft such as the 707 and Falcon 20 were added to the fleet, but by 1998, what remained was a Gulfstream III, a Gulstream IV, and a pair of 747SPs. There were very few photos of the Gulfstreams, so the plans are representative based on plausible routes and the few little available data. I have them mostly sticking to the Gulf region, but taking trips to Europe as they did in real life as well. The 747SPs late 90s movements were well documented, and all routes were actually flown. A future backdated DXB ADEX will include parking for the Dubai Air Wing. The carrier is still around today, flying in the same role with a larger fleet and modern airplanes. Make sure you assign these aircraft "ATC_parking_types=RAMP" as they did not park at gates normally. Michael Pearson has done the 747SP repaints on Avsim as "faib_747sp-31_dub.zip", the gulfstreams are still needed. Gulfstream GIII\GIV: 747SP: Download United Arab Emirates Dubai Air Wing 1998 Flightplans here
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Post by chasensfo on Sept 1, 2020 23:58:09 GMT -5
\\United Arab Emirates Abu Dhabi Amiri Flight 1998 United Arab Emirates Abu Dhabi Amiri Flight (1981 - Present) IATA: MO ICAO: AUH (also use VIP for parking) CALLSIGN: SUTLAN United Arab Emirates Abu Dhabi Amiri Flight is the Abu Dubai(AUH)-based agency responsible for the VIP transport of Royals and Government officials in that region. The company was started in 1981 with a Boeing 707, and remained small for several years until the 1990s when various aircraft types were added to the fleet in a few years time, making the Abu Dhabi Amiri Flight by far the largest VIP transport branch in the UAE by 1998. The fleet here consists of 1 747SP, 1 767-300, 2 A300B4s, 1 BAe-146-100, 3 Falcon 900s, and 2 King Air 350s. The airliners mostly made trips to Europe and North America, even visiting San Jose(SJC) with an A300! The movements of the airliners were well documented, and all destinations are real though the tech stops are mostly unconfirmed but plausible. One of the A300s crash-landed in Rhodes(RHO) in March of 1999, and was scrapped on site in 2000. I have that aircraft spending about 24 hours in RHO, and a future ADEX will display the plane in the proper place there as it sat for years. The BAe-146 had it's maintenance work done in Basel(BSL\MLH) and spent several weeks in 1998 there, which is represented by a few days stay in these flightplans. Mostly, however, the jet was used on flights around the Gulf region. The Falcon 900s did not have many photos, but I did gather they were often used for far off destinations, with trips as far as BNE and JNB. Some of the destinations for the Falcons are real, but the routings and the rest of the flights are plausible but representative. I did not find any info on the King Airs, but as aviation photography is illegal in most of the UAE, I figure the King Airs were rarely seen by Western eyes and they fly around the immediate Gulf area. Today better known as "Sultan's Flight", the United Arab Emirates Abu Dhabi Amiri Flight is still operating with modern airliners and some biz jets. Make sure you assign these aircraft "ATC_parking_types=RAMP" as they did not park at gates normally. The King Air 350 is needed, but Michael Peason has painted the rest of the fleet: FAIB 747SP: On Avsim as " faib_747sp-z5_auh.zip" FAIB 767-300: On Avsim as "faib_767-300_auh.zip" TFS A300B4: On Avsim as "tfs_a306_auh.zip" FMAI BAe-146-100: On Avsim as "fmai_bae-146-100_uae.zip" RFAI Falcon 900: On Avsim as " rfai_falcon_900_auh.zip" 747SP: 767-300: A300B4: BAe-146-100: Falcon 900: King Air 350: Download United Arab Emirates Abu Dhabi Amiri Flight 1998 Flightplans Here
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Post by chasensfo on Sept 3, 2020 1:16:04 GMT -5
\\Dinar Lineas Aereas 1998 Dinar Lineas Aereas (1992-2002) IATA: D7 ICAO: RDN CALLSIGN: AERO DINAR Dinar Lineas Aereas was a low-cost Argentinian carrier operating from 1992-2002, primarily from Buenos Aires' Jorge Newbery Airport(SABE). Initially a charter and tour operator, the airline had branched out into scheduled flying by 1994, operating both domestic flights and international trips to neighboring countries. While 757-200s and Fokker 28s were operated at one point, the 1998 fleet consisted of the 737-200, DC-9-40, and MD-80. The airline was eventually shut down due to failing to comply with regulations regarding wet-leasing aircraft and fell almost $42 million USD into debt. While the airline shut down in 2002, attempts were remade to restart the airline, and it unsuccessfully reorganized several times with the last attempt being in 2004. Fleet repaints for the AIA MD-80, AIG DC-9-40, and FAIB 737-200 as well as flightplans all by funk and APG Designs are on Avsim here: library.avsim.net/search.php?SearchTerm=dinar_lineas_aereas_1998.zip&CatID=root&Go=SearchMD-80: DC-9-40: 737-200:
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Post by chasensfo on Sept 3, 2020 1:33:17 GMT -5
\\STAF Cargo (Servicios de Transportes Aéreos Fueguinos) 1998 STAF Cargo (Servicios de Transportes Aéreos Fueguinos) (1985-2000) IATA: FS ICAO: STU CALLSIGN: FUEGUINO Servicios de Transportes Aéreos Fueguinos, or STAF Cargo, was founded in 1985 as a domestic Argentinian cargo carrier based in Buenos Aires(EZE) with a L-188 Electra. Some international expansion came with a 707-300C in 1992, but the aircraft was only in the fleet for a short time. In 1996, the airline acquired a DC-10-30 from Mexican carrier TAESA and began international operations to destinations including Miami(MIA), San Juan(SJU) and Mexico City(MEX). In 1998, an MD-11F was wet-leased from World Airways and painted into STAF's full colors, and service was expanded to Houston(IAH). The DC-10 and MD-11 left the fleet in 2000, and STAF Cargo remained a "paper airline" shipping cargo on other carriers until 2002 when the company closed. Flightplans by Dan Reeves. The repaints are available on Avsim: FSPX MD-11F: library.avsim.net/search.php?SearchTerm=fspxai_md-11_woa_leases.zip&CatID=root&Go=SearchAIM DC-10-30: library.avsim.net/search.php?SearchTerm=aim_dc1030_staf_cargo.zip&CatID=root&Go=SearchAdditionally, the callsign by Michael Pearson is on Avsim as " mpai_callsign_staf_fsx_p3d.zip". MD-11F: DC-10-30F: Download STAF Cargo 1998 Flightplans Here
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Post by chasensfo on Sept 6, 2020 21:35:24 GMT -5
\\Air Botnia 1998 Air Botnia (1988-2016) IATA: KF ICAO: KFB CALLSIGN: BOTNIA Air Botnia was founded in 1987 as a Finnish commuter and freight cargo airline, based in Helsinki(HEL), flying EMB-110s. Operations began in 1988, with cargo flights operating at night and passenger flights during the day. In 1993, the airline added pressurized Jetstream 31s, but quickly ran into financial problems, and the Jetstreams were repossessed in 1995 for Air Botnia's failure to pay the monthly lease payments. The airline was forced to end most services but continued operating at a small scale and was on the verge of bankruptcy until early 1998 when the SAS group purchased the carrier. Jetstream 31s were re-added to the fleet along with some Saab 340s, and the airline was given a vast route map operating as an independent SAS regional affiliate. All aircraft wore Air Botnia's standard livery at the time without SAS titles. The airline succeeded in its new role under SAS, and SAS transferred Fokker 28-4000 jets and Saab 2000s to the company beginning in 1999, at which time Air Botnia variation of the 1998-introduced new SAS livery. The new livery was applied to all the Fokker 28s and some of the Saabs in 1999. The Fokker 28s only operated for a short time due to noise concerns, being replaced by Avro RJs in 2001 while the Saab 340s were replaced by the Saab 2000 fleet in the early 2000s. On New Year's Day 2004, the airline was renamed "Blue 1", and the callsign changed to "BLUEFINN" with the ICAO code becoming "BLF", but the IATA code was retained. The airline went on to fly large types such as the Boeing 717 and MD-90 before merging with CityJet in 2016. Flightplans and routemaps by Vadim Stepanyuk. Repaints are still needed, however, Joakim has painted the 1999-introduced SAS style livery on the Fokker 28-4000 and Saab 2000. While those aircraft were not used in 1998 by Air Botnia, you may download them here if you wish to use them as substitutes: sites.google.com/view/joakimsfs/ai-retro-repaints/air-botnia?authuser=0Note that I elected to include SE-SAD in the 1999 livery, as it was the only Saab painted in the new Air Botnia colors in the 1990s as far as I am aware. The rest of the fleet maintained the old Air Botnia livery. Saab 340: Jetstream 31: Download Air Botnia 1998 Flightplans Here
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Post by chasensfo on Sept 6, 2020 22:26:19 GMT -5
\\Malmo Aviation 1998 Malmo Aviation (1981 - Present) IATA: 6E ICAO: SCW CALLSIGN: SCANWING Malmo Aviation is a Sweedish regional airline, based in Malmo(MMX) and Stockholm(BMA). Initially, the carrier was started as a general aviation company offering flight training, charter flights, cargo flights, and air taxi services with small prop aircraft like the Fokker 27 and Beech King Air. By the late 1980s, the first jet, a BAe-146-200QT, was acquired for cargo services under contract with TNT Cargo. In 1991, the airline began scheduled passenger flights to London City(LCY) and Hamburg(HAM) from BMA and GOT. In 1993, the airline went through an ownership change, and more BAe-146s and cities were added steadily over the next several years. 1998 was an important time for Malmo Aviation. It was currently flying a large fleet of BAe-146-200s on scheduled services, using both the BMA and ARN airports in Stockholm, and there were several special liveries across the fleet. LCY was served from several destinations, and most routes had high frequency service. These flightplans focus on the airline at this point in time. By the end of 1998, Braathens SAFE acquired the airline and renamed it "Braathens Malmo", restructuring the route network over the next few years to better feed the Braathens operation and adding Fokker 100s to the fleet to be operated by Malmo. Aircraft began to appear in hybrid liveries while 1 Bae-146-200 would be painted in the full Braathens Malmo livery which was introduced on the Fokker 100s. When SAS and Braathens SAFE merged in 2001, SAS elected not to absorb Malmo Aviation, and the airline again regained it's independence. The airline went through several ownership changes and mergers since, and is still around today with a small fleet of BAe-146's and an ATR-72. Flightplans and routemap by Vadim Stepanyuk. I was unable to find any of the repaints of the BAe-146-200s as they appeared in the 1990s, but I suspect they may have been painted in the past outside of the usual websites like Avsim and Flightsim.com. Any help is appreciated! BAe-146-200: Download Malmo Aviation 1998 Flightplans Here
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Post by chasensfo on Sept 8, 2020 11:19:07 GMT -5
\\Tower Air 1998 Tower Air(1983-2000) IATA: FF ICAO: TOW CALLSIGN: TEE AIR Tower Air Cargo (1994-2000) IATA: FF ICAO: TOWC CALLSIGN: TEE AIR US Military Air Mobility Command operated by Tower Air (1984-2000) IATA: FF ICAO: AMC CALLSIGN: REACH Cargolux operated by Tower Air (1997-2000) IATA: CV ICAO: CLX CALLSIGN: TEE AIR Tower Air was a US airline, based in New York(JFK), which primarily focused on a few scheduled high density routes along with military troop transport, large group charters, and cargo operations with a fleet of 747-100s and 747-200s. The airline was loved by it's crews and had a very storied past, but the horrible reliability of it's early build 747s and awful customer service lead to Tower Air being one of the negative reputations among travelers of the many US airlines to start and fail since deregulation. The story of Tower Air actually begins with the Flying Tiger Line, a famous US Cargo airline that pioneered air freight across the Pacific Rim and eventually merged into FedEx. At one point in the early 1980s, the Flying Tiger Line decided to create a passenger division called Metro International Airways with a few 747s, focusing on New York to Tel Aviv(TLV). While this experiment was short lived, these assets were purchased by an Israeli business man, and former El Al employee, who bought the Tower Travel Corporation at the same time and named the new company "Tower Air". Flights began between JFK and TLV, as Metro had been doing. Over the next few years, the airline collected charter contracts, including some with the United Nations, the US Military, and with various Hajj operators, making their 747s available for a wide variety of missions. The 747 fleet was eclectic, with many aircraft wearing hybrid liveries of their previous owners and the cabins mismatched as well. In 1988, the company faced a major set back as Tower Air's CFO was killed in the Pan Am flight 103 bombing. The founder and CEO decided to use his new ability to make all financial decisions to rapidly expand, quickly adding 747s during the Desert Storm Conflict to provide rides to troops as needed, and soon, Tower Air was the last US airline to have not pulled out of Israel during the Gulf War. After the war when the military contracts slowed way down, Tower Air used it's larger fleet of 747s to begin expanded scheduled service, including the launch of domestic routes, some of which like JFK-LAX had been operated in the past for a short time. In addition to transcon flying from JFK, some transcon flights were started from BOS and BWI to LAX\OAK as well, as were scheduled flights to Florida and a few daily JFK-SJU and MIA-SJU flights, with MIA becoming a focus city. In 1994, a cargo division called Tower Air Cargo was started, which would eventually grow to 4 airplanes. Tour charters were also expanded, and the airline began several worldwide regular charter routes including Paris(ORY and CDG) to Tahiti(PPT) via OAK, and planes began to be scheduled for long ground times in Athens(ATH) which became a hub for charters allowing easy repositioning around Europe as needed. By 1996, the airline was in serious danger of shutting down, having lost both money during this expansion and the trust of the flying public, with the 747-100s especially being notorious for breaking down and massive flight delays, as well as ratty old cabins. A 1997 public survey ranking the 61 largest passenger airlines ranked Tower Air above only Aeroflot(who was having many accidents still into the 1990s) and Valujet(who had just had a high profile fatal crash caused by negligent contract mechanics) were ranked worse than Tower Air. In 1998, the FAA fined Tower Air for flying aircraft with problems that made them illegal to fly, pilots even told stories of hand-flying across the Atlantic with no autopilot to get home! There was a change in management, and many of the scheduled routes were dropped, with those left focusing on trunk routes with heavy traffic, and flights moved from OAK to SFO except for charters. Frequencies had been reduced to 1 daily on most of the domestic routes, and no more than 1-2 daily on the remaining international routes as well. Charter work was still very important, and planes still were scheduled for several days in ATH to better suit these charters. All scheduled flights are from the September 1998 flight schedule. Some charters flown at the time included regular flights between Miami and Belo Horizonte, Brazil (CNF), a CDG-OAK-PPT route, which continued to Japan where Tower Air was often found, a cruise line charter taking passengers from Hanover(HAJ) to MIA, and even a trip to the Southern-most point in Argentina! In addition to these charters, planes were flown to HAECO at Hong Kong's Kai Tak(VHHX) for work, and I have included an aircraft making a realistic ferry flight where it will spend a few days by the HAECO hangar. Military charters were very active still as well, with the aircraft commonly taking troops from the West Coast of the USA to bases in Asia and Guam and also frequently flying within the United States and on to points in England and Germany. All charters in these flightplans were flown at least once in the late 1990s in real life, though times and flight numbers are representative. 1 747-200F was being operated on behalf of Cargolux out of LUX, and I have created plans for it based on data I found as to it's usual routing. 3 other cargo 747s flew worldwide charters, I have made 2 of them flying civilian charters and 1 regulated to military duty. The cargo network at the time included Asia, Brazil, and Europe, with regular flights to both Kai Tak and PMI. 1 aircraft was being flown on Hajj missions for Saudi Arabian, and that aircraft is included in the Saudia flightplans. There were many livery variations in 1998, though not as wild as the early years where the aircraft basically just had the titles painted over and went to work. Information for this airline largely provided by a friend who was the OAK\SFO station manager at the time for Tower Air. Though they never lost a passenger, Tower Air would lose a 747 in JFK to a runway excursion and another 747 in MIA due to a fuel truck explosion accident. Losses mounted, and the airline shut down in 2000. Please refer to the flightplans file which segregates the aircraft for the best information, as planes flying for the military use a different type of parking and callsign, and should not park on passenger gates. Both cargo and passenger planes fly on behalf of the military in these flightplans, but the aircraft are easily designated by the type of flying they did. Thanks to Michael Pearson, all repaints are done, and I have coded the aircraft file to the way he named his paints to make it easier to figure out which paint to use. You may find the repaints here: FAIB 747-200: library.avsim.net/search.php?SearchTerm=faib_747-200_tow.zip&CatID=root&Go=SearchFAIB 747-200 Cargo: library.avsim.net/search.php?SearchTerm=faib_747-200_tow_cargo.zip&CatID=root&Go=SearchFAIB 747-100: library.avsim.net/search.php?SearchTerm=faib_747-100_tow.zip&CatID=root&Go=SearchFAIB 747-100 Cargo: library.avsim.net/search.php?SearchTerm=faib_747-100_tow_cargo.zip&CatID=root&Go=Search747-100\200 scheduled flights: 747-100\200 passenger charters and ferry flights: 747-200 AMC military charters: 747-100F Cargo: 747-100F AMC military cargo charters: 747-200F operated for Cargolux: Download Tower Air 1998 Flightplans Here
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Post by funk on Sept 8, 2020 14:48:25 GMT -5
\\Malmo Aviation 1998 Malmo Aviation (1981 - Present) IATA: 6E ICAO: SCW CALLSIGN: SCANWING Malmo Aviation is a Sweedish regional airline, based in Malmo(MMX) and Stockholm(BMA). Initially, the carrier was started as a general aviation company offering flight training, charter flights, cargo flights, and air taxi services with small prop aircraft like the Fokker 27 and Beech King Air. By the late 1980s, the first jet, a BAe-146-200QT, was acquired for cargo services under contract with TNT Cargo. In 1991, the airline began scheduled passenger flights to London City(LCY) and Hamburg(HAM) from BMA and GOT. In 1993, the airline went through an ownership change, and more BAe-146s and cities were added steadily over the next several years. 1998 was an important time for Malmo Aviation. It was currently flying a large fleet of BAe-146-200s on scheduled services, using both the BMA and ARN airports in Stockholm, and there were several special liveries across the fleet. LCY was served from several destinations, and most routes had high frequency service. These flightplans focus on the airline at this point in time. By the end of 1998, Braathens SAFE acquired the airline and renamed it "Braathens Malmo", restructuring the route network over the next few years to better feed the Braathens operation and adding Fokker 100s to the fleet to be operated by Malmo. Aircraft began to appear in hybrid liveries while 1 Bae-146-200 would be painted in the full Braathens Malmo livery which was introduced on the Fokker 100s. When SAS and Braathens SAFE merged in 2001, SAS elected not to absorb Malmo Aviation, and the airline again regained it's independence. The airline went through several ownership changes and mergers since, and is still around today with a small fleet of BAe-146's and an ATR-72. Flightplans and routemap by Vadim Stepanyuk. I was unable to find any of the repaints of the BAe-146-200s as they appeared in the 1990s, but I suspect they may have been painted in the past outside of the usual websites like Avsim and Flightsim.com. Any help is appreciated! BAe-146-200: Download Malmo Aviation 1998 Flightplans HereHi there, I got an old BAE 146-200 paint. Can't remember from where but it is the white fuselage with the read lion on the tail. There is also a package from Frank Severino with an 'albino' livery library.avsim.net/search.php?SearchTerm=textures_159940.zip&CatID=root&Go=SearchAlex
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Post by chasensfo on Sept 9, 2020 12:27:44 GMT -5
\\El Al Israel Airlines 1998 El Al Israel Airlines(1948 - Present) IATA: LY ICAO: ELY CALLSIGN: EL AL El Al Cargo (1981 - Present) IATA: LY ICAO: ELYC CALLSIGN: EL AL El Al operated by World Airways (1998) IATA: LY ICAO: ELY CALLSIGN: WORLD El Al Israel Airlines is the national airline of Israel, based in Tel Aviv(TLV), which is probably more limited by politics than just about any airline on earth. The airline was founded just after WWII, when the British territory of Palestine was given to displaced Jewish Europeans after the Holocaust. This move would lead to decades of ongoing fighting, and for many years, most of the Arab world has refused to acknowledge Israel's existence, much less fly there. While today relationships in the region have thankfully approved, for most of it's history, El Al was not even allowed fly-over rights for much of the Middle East, and Israel has been involved in multiple conflicts since the founding of El Al, and the airline has suffered from dozens of acts of terrorism unfortunately as a result, having lost several aircraft as well as passengers and employees over the years. Initially, the airline primarily flew to Europe with surplus C-54s and DC-4s after the war. Modern Lockheed Constellations were added soon after, allowing the airline to expand deep into Western Europe. For religious reasons, El Al from it's start has only served kosher foods and does not operate from sunset on Friday to sunset on Saturday in observation of the Sabbath. As a result, it has always been common for El Al planes to spend multiple days aboard. Over the next decade, El Al operated various covert missions in support of Israel's NATO allies in addition to the scheduled flying, including the extradition of Nazi war criminals and evacuation flights during conflicts in the region. The airline added various models of Boeing 720 and 707 jets in the 1960s, and expanded into Africa and the United States. While El Al had lost aircraft to violence already at this point, the 1960s is when terrorism and hijackings began to occur with startling frequency, and El Al was forced to place armed security agents on all of it's flight and take controversial measures such as openly profiling it's passengers to protect itself. In addition to incidents involving El Al's flights, the TLV airport itself, and other airports with El Al service, were attacked many times in this era, usually targeting El Al staff and passengers. Despite this, the airline became an early 747 customer, and continued to expand into Asia. In 1977, a charter subsidiary was started, called "Sun D'Or International Airlines". While this subsidiary still exists today, El Al continued to do it's own intensive charter work with it's aircraft, especially on Sundays and Mondays with few flights scheduled to allow for charters. During this period, El Al attempted to begin to schedule flights that operated after dark on Friday landing in TLV after dark, but still not offering any departures on the Sabbath. This outraged the government, and the practice was quickly abandoned. In 1980, Egypt and Israel signed a peace treaty and flights to Cairo(CAI) began, a major step for the carrier. The carrier shut down temporarily over labor disputes and financial issues in 1982, and acquired Boeing 737s and ordered brand new 767s when operations resumed. With the fall of the soviet Union in 1989, El Al was finally able to serve Eastern Europe, and flights were inaugurated to Russia and other former Soviet countries like Poland and Yugoslavia. By the 1990s, the 707s were replaced with 757s, and brand new 747-400s were delivered in 1994. During the decade, service was temporarily added to Amman, Jordan(AMM) and El Al expanded to the US West Coast, Hong Kong, and China. A deal was reached with North American Airlines of the USA to operated flights on behalf of El Al from it's US destinations to other airports like Baltimore(BWI), Los Angeles(LAX) and Miami(MIA), connecting passengers to El Al flights on days these cities didn't have their own service. These flights were initially operated by MD-80s, but later 757s and 737-800s took over by the late 1990s. These flights are included with North American Airlines separately, as the aircraft flew many charters between the El Al flights. The airline took huge losses in 1996 due to a temporary suspension of most of it's routes due to terror scares, so in 1998, the company was still recovering. The fleet was rather small, with the 747-200(of which, 2 were Combi models) and 757-200 being the only planes with a decent sized fleet. They were joined by 4 767-200s, 3 747-400s, and 2 737-200s. Due to intensive charter work during the week, especially the beginning of the week, there aren't many flights scheduled on Sunday and Monday for the narrow body fleet and 747-200s, but the aircraft are kept busy with real-life charter destinations. It was common for multiple aircraft to arrive from TLV in places like Rhodes(RHO) and other resort cities, so while you may see 3 or 4 El Al planes at once abroad on charters, this is realistic! In addition to flying to resort cities, the aircraft also were used on charters bringing passengers from Eastern Europe, Germany and the Nordic nations to Israel for summer sun. Most scheduled routes were only operated a few days per week, especially those flown by the 737 and 767. Most long haul flights to the United States were operated by 747s, but both the 767s and 757s also have limited Transatlantic routes. The 757s are primarily used all across Europe, and the 737s generally stay within a few hours of TLV. The 767-200s are used on most services to Africa and the Far East. The 747-400s only fly to the United States, outside of some charters operated to Brazil(GIG) and occasional flights to Hong Kong(VHHX) and Montreal(YUL), which are all represented. Stop over flights are very common, and the aircraft fly various routes between 2 points outside of TLV. At the time, El Al severed multiple airports in several regions, such as EWR\JFK in New York, STN\LHR in London, ORY\CDG in Paris, BGY\MXP in Milan, ect. In addition to these flights, an MD-11 was being operated by World Airways at the time, serving Newark(EWR), Chicago(ORD), and LAX with various routing during the week, including several domestic US flights. 4 747-200Fs and 1 747-100F were operated as El Al Cargo, and they are included, with routes via Europe to the USA along with flights to Asia. While the flight numbers and times are representative, the routes were all actually flown at the time. The passenger fleet wore the standard livery at the time, with blue titles in this era and not gold, while the left side of the aircraft had 50th anniversary stickers. The 737-200s were operated in the basic livery, but with no titles or markings other than the registration. 2 of the 747-200Fs were operated in the standard cargo livery, while 2 were albino, as was the 747-100. The 747-100 briefly wore stickers advertising Hertz Rental Car at the end of 1998, but was just white for most of the late 1990s. El Al would recover and the 747s would be replaced by modern Boeing 787s which allowed significant expansion, especially to the United States and Asia. The world opened up a little more to El Al since 1998, and just recently, a flight to the United Arab Emirates was started and Saudi Arabia even allowed over flight rights to El Al. Due to the COVID-19 pandemic, most of El Al's North American network is not considered likely to return for some time once long haul operations begin again with regularity. Flightplans by Vadim Stepanyuk and myself. Note these plans called for one extra 757-200, which is segregated in case you with to exclude it, and another extra 757 and 737 had their flights added to other aircraft. El Al commonly did equipment changes at the time. Several paints still needed on modern models. The following repaints are available: FAIB 747-400: www.juergenbaumbusch.de/?p=11761FAIB 747-200: www.juergenbaumbusch.de/?p=11763FAIB 747-200 Combi: www.juergenbaumbusch.de/?p=11766FAIB 747-200(alternative): On Avsim as "faib_747-200_ely.zip" AIA 747-200 Cargo(use red titles texture): On Avsim as "aia_b747_ely_freighters.zip" FSPX MD-11 operated by World Airways: On Avsim as "fspxai_md-11_woa_leases.zip" FAIB 767-200: On Avsim as "faib_767-200_ely.zip" AIG 757-200 (has 80s gold titles): On Avsim as "aig_b752_ely_1988.zip" AIA 737-200 (use no titles version): On Avsim as "aia_b732_ely.zip" 747-400: 747-400 Charters: 747-200\200 Combi: 747-200\200 Combi Charters: MD-11 operated by World Airways: 767-200: 757-200: 757-200 Charters: 737-200: 737-200 Charters: 747-100F\200F Cargo: Download El Al Israel Airlines 1998 Flightplans Here
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