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Post by chasensfo on Sept 9, 2020 12:29:18 GMT -5
\\North American Airlines 1998 North American Airlines (1990-2014) IATA: NA ICAO: NAO CALLSIGN: NORTH AMERICAN El Al Israel Airlines operated by North American Airlines (1990-2001) IATA: LY ICAO: ELY CALLSIGN: NORTH AMERICAN US Military Air Mobility Command (AMC) operated by North American Airlines (1995-2014) IATA: NA ICAO: AMC CALLSIGN: REACH North American Airlines was a US charter airline, based in Georgia near ATL(though JFK\DFW were the operational bases), which was founded in 1989 and began operations in 1990. El Al Israel Airlines had a significant stake in the carrier during it's start up, and the airline began flying with Boeing 757s and MD-80s connecting passengers on and off of El Al's flights to other destinations where El Al sold tickets. These flights mostly connected JFK with LAX and MIA, but later expanded to connect to cities such as YUL, BOS, and BWI. By the mid 1990s, the carrier was also operating under several different leisure contracts, mostly connecting points in Mexico and San Juan(SJU) with various cities, and the carrier also began operating troop charters for the US Military Air Mobility Command (AMC). By the late 1990s, the airline began using Oakland(OAK) near SFO and LAX as the main destinations for it's Mexico package flights, but destinations in the Midwest and Eastern USA were also served, along with limited transcon flights not associated with El Al. In 1998, the airline was flying 3 757-200s, 1 MD-83, and 1 brand new 737-800. The MD-80 had already been removed from the El Al schedule, and the 757-200s only operated a few flights between JFK and MIA each week for El Al at the time, with the 737-800 doing most El Al flying. All aircraft did significant charter work outside of this, including flights extra flights for El Al as needed. All aircraft wore the standard livery the airline had it's entire existence, except for 1 757-200 leased from Flying Colours of the UK, and wearing their full livery with the North American tail logo and titles. I had designated 1 aircraft to AMC duties, while the other aircraft fly regular passenger charters. As no aircraft is purely dedicated to El Al, just use the NAO and ELY parking codes for all aircraft but the AMC 757, and when they are in a city with ELY sub-services, they will park in the correct place. North American lost the contract with El Al at the start of the 2000s, with it being replaced with Delta Air Lines codeshare flights, and El Al sold it's shares in the airline. At this time, North American expanded significantly into the charter market, especially AMC charters and college sports charters. More 737s, 757s, and 767-300s were added. The airline also became a popular option for presidential candidate charters during election years in the 2000s and 2010s. North American went through a change of ownership in 2007, and began to expand with it's own-branded scheduled operations that extended to Africa and South America, while continuing charters. The airline ran into financial trouble in the early 2010s and never recovered, shutting down in 2014. This carrier is required to complete El Al. Please make a separate aircraft.cfg entry for the North American 757 to make a version with the AMC codes and callsigns, along with "MIL_Cargo,Ramp" parking. All repaints are completed. The following repaints are available: AIG 757-200 (includes 2 versions): On Avsim as "b752_north_american.zip" AIG 757-200 Hybrid (Eduardo and Juergen's paints mixed together): drive.google.com/drive/folders/1-4tT77m9Ub1VEuuDxl8KbLKvqoptwwxQ?usp=sharingFAIB 737-800 by Christian Gold: drive.google.com/file/d/1_mOEBv3z0RPImKrpFRth-GYDYFoLBW9B/view?usp=sharingAIA MD-80 by Christian Gold: drive.google.com/file/d/17tzqdcyToaW-naMsrX2YQTQus9WccKWK/view?usp=sharing757-200 El Al scheduled flights: 757-200 Charters: 757-200 AMC Military Charters: 737-800 El Al Scheduled Flights: 737-800 Charters: MD-83 Charters: Download North American Airlines 1998 Flightplans Here
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Post by chasensfo on Sept 9, 2020 12:31:19 GMT -5
\\Finnair 1998 Finnair (1924 - Present) IATA: AY ICAO: FIN CALLSIGN: FINNAIR Finnair is the national airline of Finland, based in Helsinki(HEL), but with a focus city in Stockholm, Sweden(ARN) as well. Having been founded in 1923, and operational since 1924, Finnair is one of the world's oldest active airlines. The company first offered a seaplane service to Tallinn, Estonia(TLL), and these seaplane operations continued for 12 years until the first airports were built in Finland. When WWII broke out, Finland was among the Axis powers, and as such, was dragged into conflict early in 1939 to assist Germany in their Nordic operations. The fleet of Finnair was almost entirely commandeered by the Finnish government, and the airline lost many of it's staff and aircraft during the war. After WWII, the Finnish government took control of Finnair, which had been a private company until 1946, and used surplus DC-3s to start longer, modern routes across the region. Convair 440s allowed expansion as far as London in 1953, and jet powered Caravelles arrived in 1961 to allow even further expansion into Western Europe. Soon after, Finnair bought a controlling interest in carrier Kar-Air, and it would later become a leisure subsidiary for the company. DC-8s arrived by the end of the 1960s, and the network expanded all the way to New York JFK. DC-9s would arrive a few years later and become the backbone of the fleet. Finnair was an early customer for the widebody DC-10, and in 1975, the first aircraft arrived, making Finnair an early "jumbo jet" customer, and allowing expansion over the next several years deeper into the United States and to Asia as well, with flights added as far as Tokyo(NRT). Finland's far Northern geographical location made routings to Asia over the North Pole very efficient, and the airline looked to continue expansion into Asia, becoming the first Western airline to serve China in 1988. Orders were placed for the new larger MD-11 to replace the DC-10s around this time. In 1997, Finnair absorbed Kar-Air, adding it's pair of A300s to the fleet and dedicating them to charter work, and Finnaviation as well, who added a fleet of Saab 340s to Finnair's mainline fleet. While the A300s were repainted into the Finnair livery, the Saab 340s retained their Finnaviation branding, though owned and operated mainline at the time. 1 of the A300s had the titles and tail logo replaced with "Air Scandic" titles in April of 1998, but it was still operated by Finnair. Brand new 757s and ATR 72s had brought along a new livery, with the a white fuselage without cheatlines and a dark blue tail. The 757 fleet was regulated almost entirely to charter flying, with the only scheduled routes being a handful of leisure flights to places like Cyprus and Greece. The DC-10s were retired by 1998, and the 4 MD-11s, though they did fly limited charters, were very busy. So, the 5 757s wound up doing the long haul charters, with several occasional routes flown to destinations in Asia and the Indian Ocean(usually via SHJ) as well as airports in Florida both being served. The A300s mostly flew to points in the Mediterranean, Spain, and Portugal. All charter destinations in these flightplans were actually served, though routings and times are representative. The MD-11s flew as far West as San Francisco(SFO), and served several points in Asia, including 2 cities in Japan and a route to Singapore(SIN) via Bangkok(DMK). Most DC-9s had been retired from the fleet, but a decent-sized fleet of DC-9-51s supplemented a large fleet of MD-80s serving both various domestic routes and flights across Europe. Several international European routes were routed through ARN, and a few were routed through GOT as well. 3 MD-87s were also in use, but he OAG did not different between the MD-80 and MD-87, suggesting perhaps that Finnair often swapped between the 2 types. The ATRs and Saab 340s kept busy, and the smaller cities in Finland were connected to points in Russia by these aircraft. Some domestic routes were flown very late at night, and the fleet kept rather busy. The Saab 340s were "Quick Change" combi models, capable of hauling freight instead of passengers. However, the summer 1998 schedule kept the Saabs too busy for any to be cargo dedicated. While with the exception of the 757s, Saabs, and ATRs, the rest of the fleet work the 1986-introduced Finnair livery which was a refresh of the 1960s colors, there were several special liveries across the fleet. One MD-11 was white with special decals(which were once worn by a DC-10-30 before), one DC-9-51 wore special stickers promoting Stockholm, and 2 757s and an MD-80 wore special Santa Claus Christmas liveries. Finnair continued it's Asia expansion over the next several years, eventually adding flights to most major cities in Asia as the fleet was modernized with Airbus A330 and A350 jets. The MD-80s were replaced in the 2000s by Airbus jets, which started arriving in 1999, and the MD-11s were gone by the early 2010s. Finnair would join the OneWorld alliance, and is a large major carrier today. Flightplans by Vadim Stepanyuk and myself. Some paints are needed, including most special liveries and the 757s. The following are available: FSPX MD-11 (includes special livery): On Avsim as "fspxai_md-11_fin.zip" TFS A300\AIA MD-82\MD-83\MD-87\DC-9-51(includes special MD-80 livery): On Avsim as "finnair_1994_fleet.zip" TFS A300B2 Air Scandic colors (my modification of Eduardo's paint): drive.google.com/drive/folders/1MpZWWaKynAJ7AbPFJxbNDJopBrsruO5a?usp=sharingATR 72: On Avsim as "texture_fin.zip" FSP Saab 340 (not tested in P3Dv4+): On Avsim as "fsp_saab340_fav.zip" MD-11: MD-11 Charters: A300B4-203 Charters: 757-200: 757-200 Charters: MD-82\83\87: DC-9-51: ATR 72-202: Saab 340 Finnaviation: Download Finnair 1998 Flightplans Here
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Post by wernerw on Sept 11, 2020 7:31:38 GMT -5
Thank you expecially for Lufthansa. D-ABYE (747-200M) is wrong however. This was a pure freighter that went to Korean Air early. I have assigned D-ABYT instead.
Regards Werner
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Post by chasensfo on Sept 12, 2020 5:33:40 GMT -5
Thank you expecially for Lufthansa. D-ABYE (747-200M) is wrong however. This was a pure freighter that went to Korean Air early. I have assigned D-ABYT instead. Regards Werner Interesting, listed as a combi in the JP Fleets but I see from all the photos that it had been pure-cargo since the days of the old 70s colors! Thanks for the correction, I'll update that later when I'm home.
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Post by chasensfo on Sept 15, 2020 7:23:33 GMT -5
I have tried to fill in the gaps with available packages from others so that all the 1998\1999 plans are easily accessible. \\Vanguard Airlines 1998 Vanguard Airlines (1994-2002) IATA: NJ ICAO: VGD CALLSIGN: VANGUARD AIR Vanguard Airlines was a US 1994-start up airline based in Kansas City(MCI), taking advantage of TWA winding down it's MCI hub and little low-fare competition with plenty of gate space. Flights began with Boeing 737-200s wearing a plain grayish white livery flying to Denver(DEN), Salt Lake City(SLC), Milwaukee(MKE) and Dallas (DFW) with advance purchase fares as low as $29 each way or less, which was a huge undercut of average fares at the time. The airline added 737-300s, and over the next 2 years, more than doubled it's destinations served, including adding flights to San Francisco(SFO) and Los Angeles(LAX) on the West Coast, Washington DC(IAD) and New York(JFK) on the East Coast, as well as Chicago Midway(MDW) which became a focus city and later, second hub. Several cities were added from MDW, including service to MSP, DEN, MSY, MYR, BUF, PIT, and CVG. Southwest Airlines was the only real competition in MDW and did not compete on most of these routes. By 1998, the airline had run into some financial trouble, and the 737-300s left the fleet, the West Coast service was dropped, and most MDW destinations along with some MCI destinations were dropped as well. What remained was a small network with high frequency flights operated by 737-200s. The 737-200s were all painted in a 1997-introduced new livery with a blue belly and tail and large red billboard titles. The airline continued operating in this reduced mode until 2000, when it reorganized to better compete with Midwest Express Airlines and US Airways, both of whom had rapidly expanded at MCI. Vanguard began to offer perks such as better legroom, a frequent flyer program, and enhanced on-board service while raising fares slightly, but keeping the below that of the competition still. In 2001, the airline added MD-80s and MD-87s and introduced a bold new livery that came in several different color variations. West Coast service had already been resumed, and the airline again expanded into many old abandoned markets and some new ones as well. However, the attacks of 9\11 crippled the carrier, and the airline was forced to suspend operations on 31JUL01 as loads dropped to abysmal levels and losses mounted. One offer was made by Hooters Restaurants, a US restaurant chain specialized in scantly clothed big breasted employees, to purchase the airline to become "Hooters Air". Vanguard rejected this deal and chose to liquidate. Hooters Air ended up using Pace Aviation, which was owned by the same holding company as Hooters, to launch it's airline. Flightplans by James Hamelers are on Avsim here: library.avsim.net/search.php?SearchTerm=vanguard_airlines_spring_1998.zip&CatID=root&Go=SearchAlternately, James has also done later 1998 flightplans which have 1 less aircraft and no JFK service, but with the addition of an ATL-MYR route. You may find those on Avsim as "vanguard_airlines_summer_1998.zip" if you wish to use them. FAIB repaint needed, the AIA 737-200 may be found on Avsim here: library.avsim.net/search.php?SearchTerm=aia_737_200_vgd.zip&CatID=root&Go=Search737-200:
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Post by chasensfo on Sept 15, 2020 7:24:39 GMT -5
\\Business Express 1998 Delta Connection operated by Business Express (1991-2000) IATA: HQ ICAO: GAA (also use DALX) CALLSIGN: BIZEX Business Express was a US commuter airline based in Boston(BOS) serving the US East Coast. The airline was founded in 1982 as Atlantic Air, and first flew Beech 99s and Piper Navajo piston twins on services around the Northeastern USA. Though operationally based in BOS, the airline was headquartered in a small city called Westport, Connecticut. The name was changed in 1985 to Business Express, and larger aircraft like the B1900 and Shorts SD3-60 were added. In 1986, Business Express merged with Pilgrim Airlines, a New Haven (HVN)-based start up airline which had just acquired another commuter airline, NewAir. This both expanded the route network of Business Express and added Fokker 27s and Fokker 28 jets to the fleet. The airline grew and became one of the first Delta Connection carriers in 1991, adding Saab 340s and with the rest of the remaining fleet being repainted into Delta's basic livery, and in 1992, became the first Delta Connection carrier to fly jet aircraft, with the BAe-146-200. The aircraft were acquired from failed Discovery Airlines, which was a short-lived intra-Hawaii carrier, and later would be returned and used to start Debon Air in the UK with the same basic livery as Discovery. A short-lived focus city at Delta's JFK hub was started, and in 1994, the airline expanded to codeshare on behalf of Northwest Airlines was well. New York flights were soon after moved to LGA. Around this time, the airline started a promotion called "Fly BEX Jets" on it's BOS-BWI route offering a free flight coupon to every passenger who took one of the flights on this route operated by the Bae-146 jets. A short-lived expansion into Milwaukee(MKE) was launched the following year, but quickly abandoned. Over the next few years, the airline found itself unable to expand much beyond it's current route network due to geographically divisive route allocation of destinations to Delta's regional carriers, who, at the time, essentially did not compete with one another head-to-head. By 1998, the fleet had been simplified, with B1900Cs and Saab 340s operating the prop flights while the BAe-146-200s were replaced by smaller, but more modern, Avro RJ70s. The network more or less remained unchanged from a few years prior, with the addition of some flights to Eastern Canada. Flights more or less focused primarily on high frequency service between the New York and Boston metro areas, with some high frequency flights to DCA and PHL as well from BOS. 3 destinations in Canada were served at the time along with several in upstate New York and the Northeast. BWI and several other cities had been dropped in favor of higher frequencies on busier routes. By the end of the year, service was started to Maine's Northern Airport(PQI) and the airline would re-locate it's headquarters to Dover, New Hampshire. At the end of 1998, American Airlines' parent company, the AMR Group, purchased the airline and ordered Embraer ERJ-135 regional jets for the carrier. American began to get rid of the Business Express aircraft and allocate the slots at BOS, DCA, and LGA to it's own interests. In 2000, American and American Eagle took over what remained of the company and Business Express ceased to exist, with only some Saab 340s being kept by American Eagle. Flightplans by James Hamelers on Avsim may be found here: library.avsim.net/search.php?SearchTerm=business_express_airlines_summer_1998.zip&CatID=root&Go=SearchThe fleet repaints for the HTAI B1900C, TFS Saab 340, and FMAI Avro RJ70\BAe-146-100 may be found as part of the following package on Avsim: library.avsim.net/search.php?SearchTerm=delta_connection_1994.zip&CatID=root&Go=SearchAvro RJ70: Saab 340: Beech 1900C:
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Post by chasensfo on Sept 15, 2020 7:24:57 GMT -5
\\Access Air 1999 AccessAir (1999-2001) IATA: ZA ICAO: CYD CALLSIGN: CYCLONE AccessAir was a short-lived US start-up airline which was based in Des Moins, Iowa(DSM) which operated 4 737-200s between a few small Midwestern US cities and LAX, COS, and LGA. AccessAir was founded in 1998 and due to start up well before years' end, however, after multiple delays, the airline did not begin operations until February of 1999. The airline planned to route flights between DSM as well as Moline(MLI) and Peoria(PIA), Illinois to the US West and East Coast, undercutting other airlines with low fares but still offering service. Curiously, the airline anticipated that low first class fares would attract passengers, and the 737-200s were configured with 30 first class seats, sold as "Cooperate Coach", which offered 36-inches of seat pitch and enhanced in flight service, though hot meals were also served in coach on flights over 2 hours! The airline relied on quick turns, with many posted at just 25 minutes. This proved near impossible at busy airports like LAX and LGA, especially in inclement weather, and the airline had an abysmal on-time performance reputation very early on. Despite the airline averaging load factors well-under 50%, expansion was announced with flights to SFO, ATL, BOS, PDX, SEA, and MIA all due to start by the end of 1999. However, by November, the airline found itself dangerous low on funds and taking heavy losses, and all flights were suspended 9 months into operations. The airline stayed grounded for 1 year until enough investors were found for a reorganization and restart in November 2000 with 1 route, between DSM and Chicago Midway(MDW). In addition, the airline had secured a charter contract with Al Gore's unsuccessful campaign in the 2000 US Presidential Elections, flying staff and media as needed in support. Expansion was soon announced with new flights to CID and PHX, as well as a resumption of flights to LAX, but these flights would never happen and the airline shut down for good in early 2001, still unable to stop heavy losses. Flightplans by James Hamelers on Avsim may be found here: library.avsim.net/search.php?SearchTerm=access_air_summer_1999.zip&CatID=root&Go=SearchThe FAIB 737-200 is still needed, but an AIA 737-200 repaint may be found on Avsim here: library.avsim.net/search.php?SearchTerm=aia_737_200_cyd.zip&CatID=root&Go=Search737-200:
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Post by chasensfo on Sept 15, 2020 7:25:22 GMT -5
\\Eastwind Airlines 1999 Eastwind Airlines (1995-1999) IATA: W9 ICAO: SGR CALLSIGN: STINGER BEE Eastwind Airlines was a 1995-US start up carrier, based in the undeserved Trenton, New Jersey(TTN), in the Philadelphia area and also not too far from the Southern New York City metro area. The airline was started with a few Boeing 737-200s, with flights to popular holiday spots in Florida routing through large or medium sized East Coast US cities on the way. The airline went for a clever marketing approach, using a "Bee" as the logo with the slogan "Follow the Bee-Line to low fares", and the airline's Bee mascott was painted on the tail along with the reservations phone number. Eastwind had hoped to attract passengers who would otherwise use PHL\LGA\EWR\JFK, but quickly built a bad reputation. In a short period of time, the airline re-did it's entire route map numerous times, with some cities like ATL and PVD seeing service for a very short time and passengers often finding themselves on a different routing to their destination than they had booked weeks or months previously, often expecting non-stop flights but ending up on a 2-3 leg journey! An experiment routing flights through LGA proved disastrous, with the carrier having a contract with the smallest deicing company at the airport which used 1 truck for all it's customers. Flights often left the gate and remained on the ground for several hours on harsh winter days, icing over again and again before take off, and forcing the airline to bring aircraft back to the gate and cancel multi-stop North or Southbound journeys to salvage the return flights! In 1996, an Eastwind 737-200 experienced a jammed un-commanded rudder deflection while landing in TTN and almost crashed, rolling violently twice, almost inverted. Thanks to some great airmen ship, the aircraft was saved, and this allowed NTSB and Boeing investigators to take a look at an intact rudder assembly and make the determination that United and USAir 737 crashes years prior had been caused by this same event, leading to an urgent modification on 737s, and perhaps stopping a future catastrophic accident. Still, this incident closely followed by widely replayed ATC tapes of an Eastwind flight observing TWA 800 crashing off the coast of New York(though unrelated to safety) soon after did not help the airline's already terrible image, and load factors dropped sharply the second half of 1996. In May 1998, 2 brand-new 737-700s were leased from Boeing and put into service on the carriers ever-changing network. Limited by TTNs short runway, the airline experimented with operating some longer routes out of PHL, to the dismay of passengers who's MCO-TTN journey then became MCO-PHL-BOS-TTN(unless they chose to get off in PHL and find a way to their vehicle parked many miles away!). The reputation of Eastwind began to proceed it, and tensions grew to the point where passengers finding themselves being asked to de-board in GSO, during a stop that was unplanned when the tickets had been purchased, to connect onto another flight insisted that the carrier would strand them in GSO and refused to get off the plane! The captain had to call the police, and several sectors were cancelled as a result. True to their reputation, as losses mounted, the airline absolutely refused to file for bankruptcy, despite the demands of investors, who had to petition a US Federal Court to force the airline operating on virtual money at this point to liquidate. As a final middle finger to their customer base, the airline ceased operations immediately in November 1999, on Thanksgiving Day, during the busiest domestic travel period in the USA, with a sign at check-in counters reading "Indefinite Delay" with no staff to assist in any refunds or rebookings working at any airport. The 737-700s went on to Southwest Airlines. Much of this info courtesy of a friend who was the station manager for Eastwind in LGA...at age 24! Flightplans by James Hamelers on Avsim here: library.avsim.net/search.php?SearchTerm=eastwind_airlines_summer_1999.zip&CatID=root&Go=SearchAlternatively, winter 1998 flightplans(no 737-700s but more destinations) by Paul Haak may be downloaded here: www.box.com/shared/static/ix5dmej8ko.zipRepaints are completed on AIA models: AIA 737-200: library.avsim.net/search.php?SearchTerm=aia_737_200_sgr.zip&CatID=root&Go=SearchAIA 737-700: library.avsim.net/search.php?SearchTerm=aia_737_700_sgr.zip&CatID=root&Go=Search737-700: 737-200:
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Post by chasensfo on Sept 15, 2020 7:25:42 GMT -5
\\Pro Air 1999 Pro Air (1997-2000) IATA: P9 (later changed to XL) ICAO: PRH CALLSIGN: PROHAWK Pro Air was a short-lived US start-up airline based at the small Detroit City Airport(DET), which was the first US start up airline to operate exclusively with new aircraft. DET was Detroit's primary airport until the end of WWII, when the DTW airport opened and the majority of passenger airlines relocated. While various airlines served the airport up until the 1990s, and a new terminal was built with 2 jetbridge capable gates, USAir Express and Southwest Airlines, who operated a high frequency MDW service to DET, relocated to DTW by the end of 1995. Spirit had planned to launch some flights that same year, but also decided to use DTW instead. As such, the DET airport sat vacant from all but general aviation operations with no plans for any future airline service. As DET was the more convenient option for many residents in the Detroit Metropolitan area, a Seattle businessman put together a plan to reactivate this airport with the launch of a low fare, full service carrier with flights across the US. The airline started with a pair of 737-400s offering very low set fares, with only 1 fare class in each cabin, along with a first class cabin, with in flight service which included Famous Amos cookies and hot meals on longer flights in coach, while hot meals and free alcohol were served in first class on all flights, including the 35 minute DET-MDW service! Though eventually, the meal services were replaced by snack services as a cost-cutting measure. Even the coach seats offered more legroom than a standard seat on the other US carriers. By 1999, several 737-300s had joined the fleet, and expansion happened rapidly with plans to eventually expand to the US West Coast, for which 2 brand new MD-90s were purchased for delivery in 2000. Each aircraft had a different covered tail, which featured a design of hawk tail feathers, which is where the "Prohawk" callsign came from. The airline tried to fill open seats by allowing employees of Detroit's several automobile manufacturing plants $30 one-way fares as an employee discount. Though the airline was popular for it's fares and service, aggressive scheduling lead to frequent delays, and every time a plane went down for maintenance, charters had to be arranged from airlines like Casino Express and Spirit Air to cover the schedule. Along with service cuts, the airline also began a more traditional fare structure, with walk up fares remaining cheap but last minute flights going up steeply in price to match that of Northwest Airlines on the same routes from DTW. At the time of these flightplans 3 737-300s and 3 737-400s were operated. The following year, flights were launched to Seattle(SEA) via MDW, as the runway at DET did not allow the 737s to take off with enough fuel for non-stop flights. This was also the reason Florida flights routed via ATL. In late 2000, a 737-300 hit ground equipment heavily damaging the aircraft in MCO, right as the airlines first 2 MD-90s were built, painted, and ready to be paid for. The airline could not recover, and ceased operations at the end of the year after an attempt to operate automotive corporate shuttles failed. The MD-90s were sent to Marana, Arizona(MZJ) and scrapped for parts in the full Pro Air livery, where the fuselage of at least one of them remains today. DET never saw scheduled air service again, with the neighborhood around the airport becoming so plagued by violent crime that residents expressed no desire to leave their cars there, or even drive in the area where carjackings are common. As such, the airport stopped maintaining airline equipment, and the rotting jetbridges were torn off the terminal and destroyed in 2019. The airport remains in service for general aviation operations. I will release a 1990s version of DET in the near future. Flightplans by James Hamelers may be found on Avsim here: library.avsim.net/search.php?SearchTerm=pro_air_summer_1999.zip&CatID=root&Go=SearchFleet repaints for the AIA 737-300v2 and AIA 737-400v2 along with the callsign and flightplans from 2000, all by Paul Haak, may be downloaded here: http%3A//www.box.net/shared/static/h8q9gh808o.zip 737-300\400 (all routes flown by both types):
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Post by chasensfo on Sept 15, 2020 7:25:56 GMT -5
\\United Worldwide Cargo 1999 United Worldwide Cargo (1998-2000) IATA: UA ICAO: UALC CALLSIGN: UNITED United Worldwide Cargo was United Airlines' reentry into the dedicated cargo market, having previously operated DC-8 dedicated cargo aircraft in the 1970s and 1980s. The flights were operated by DC-10-30s which had been retired from passenger service and converted to cargo use, and wore the basic 1993-introduced grey livery but with large "Worldwide Cargo" titles. Operations began in 1998, and initially, San Francisco(SFO) was included in the routing on the way to and from Asia. However, by 1999, SFO had been dropped, though maintenance was sometimes done at SFO still, and JFK and ORD were added to the network, both flying to Asia via ANC. Routes were operated to Tokyo(NRT) and Osaka(KIX), at both of which United had a sizable presence. The KIX route continued onto MNL, which United has stopped flying passenger aircraft to years prior. At the time of the flightplans, 4 DC-10-30CFs were operating. The network stayed about the same over the next year, until United ended cargo operations in 2000, selling the aircraft to FedEx who operated them in the basic United livery with the titles painted over until 2005. Flightplans and EVAI DC-10-30CF repaint by Alex Mandus, from the 1999 schedule, are on Avsim here: library.avsim.net/search.php?SearchTerm=ualcargo_su99.zip&CatID=root&Go=SearchThe AIM DC-10-30CF may be found on Avsim here: library.avsim.net/search.php?SearchTerm=united+cargo+malcontent&CatID=root&Go=SearchDC-10-30CF:
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Post by chasensfo on Sept 15, 2020 7:26:18 GMT -5
\\KLM Alps 1999 KLM Alps operated by Air Alps (1999-2001) IATA: A6 ICAO: LPV (You may also use KLMX) CALLSIGN: ALPAV Air Alps was founded in 1998 in cooperation with Air Engiadina, which was a Do-328 operator, and Austrian interests to launch an Innsbruck(INN)-based airline. Before flights began, KLM expressed interest, and an agreement was reached to brand the airline as "KLM Alps", enroll in the KLM frequent flyer program, and launch flights to AMS from both INN and SZG. Flights were launched with 2 Do-328s in full KLM colors, and a 3rd was added in late 1999. The network was not fully connected, with INN and SZG only served from AMS, while another triangle route between BRN, FDH, and VIE was operated by another aircraft. Connections were still possible onto the KLM network from VIE and BRN. In 2000, more Do-328s were added, and the route network expanded, with a Swissair codeshare launched and a focus city opened in Klagenfurt(KLU). Flights began from both INN and KLU to ZRH for a short time, but in 2001, poor financial performance lead the airline to shut down, at which time KLM abandoned the operation and the Swissair codeshare ended. In 2002, the airline restarted independently as Air Alps, funded by Italian interests and focused on Italian cities in cooperation with Alitalia. The re-start was a success, and the airline steadily grew adding agreements with Austrian Airlines and Lufthansa, while expanding into Germany. In 2009, the carrier was acquired by Welcome Air, but independently branded operations continued until 2012 when the airline again shut down for financial reasons. Attempts were made to restart the airline in both 2013 and 2014, with flights operating for a short time before shutting down again, and the airline was liquidated by the end of 2014. Flightplans by James Hamelers may be found on Avsim here: library.avsim.net/search.php?SearchTerm=klm_alps_winter_1999-2000.zip&CatID=root&Go=SearchJoakim did the repaint in record time, thank you! You may download his JBAI Do-328 repaint here: sites.google.com/view/joakimsfs/ai-retro-repaints/klm-alpsDo-328:
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Post by chasensfo on Sept 15, 2020 7:27:15 GMT -5
\\Indian Airlines Group 1999 Indian Airlines (1953-2011) IATA: IC IATA: IAC CALLSIGN: INDAIR Alliance Air (1996 - Present) IATA: 9I ICAO: LLR CALLSIGN: ALLIED Alliance Air operated by Indian Airlines (1998-1999) IATA: 9I ICAO: LLR CALLSIGN: INDAIR Indian Airlines was founded in 1953 when England, of which India was a territory at the time, founded Indian Airlines Corporation(IAC) and Air India, with IAC taking domestic routes and Air India taking international routes. 8 Indian airlines had existed prior to 1953, and they were all merged together, leading to a large fleet of almost 100 aircraft for IAC at it's start, some of which were very knew aircraft like the Vickers Viscount. With help from England, the fleet was kept modern similar to the English carriers, with Indian Airlines joining the jet age in 1964 with SUD Caravelles and 737-200s soon after. In 1976, the carrier became an early customer for the Airbus A300, it's first widebody type. Brand new A320s, with a special bogey wheel with 4X4 main gear instead of 2X2 to better suit the poor runway surfaces across India, arrived in 1990. By now, the airline had experience a horrible safety record, having already lost 16 aircraft by early 1990, including a brand new A320! Many of these accidents were terror related, with ethnic militant groups and the Pakistani military frequently targeting Indian interests. Still, the airline had enjoyed a virtual monopoly up until this point, but in the early 1990s, India became independent from the UK and deregulated it's airline industry and several new carriers, such as Jet Airways and Lufthansa's Modiluft grew quickly, and Air India had to fight to survive. To better compete, Indian Airlines created a subsidiary with it's ageing 737-200s, called Alliance Air, which it used to compete with domestic competitors. Meanwhile, the A320s and A300s were used for international expansion to Asia and the Middle East, with routes launched from various cities in India across the Persian Gulf, mostly on routes not flown by Air India. 2 Do228-200s turboprops were also used for select smaller markets, though the route networks were isolated and did not overlap. By 1999, some of these international routes had already ended, but there was still a decent sized network, especially to the Persian Gulf. DXB was not served at the time, with those routes being operated by Air India. Alliance Air's 737-200s flew an extensive domestic network across the country, with a lot of point-to-point flying. In addition, 1 Indian Airlines A320 was operated on behalf of Alliance Air, but in full Indian Airlines colors. The A300s were used on the countries busiest routes, as well as some high density international routes, including flights to Singapore(SIN) and Bangkok(DMK). In late 1999, one of the A300s in these flightplans was hijacked enroute from TRV-DEL. The ensuing hijacking resulted in the aircraft stopping in 4 different countries over the span of 8 days, finally ending one New Year's Eve, 1999 in Kandahar(KDH), Afghanistan after 1 passenger had already been killed and conditions on the plane, with 176 on board, become inhumane. The first stop the aircraft made was in India, but the authorities made the controversial decision of letting the aircraft take off when the hijackers got spooked waiting for a refuel, resulting in the aircraft almost making a forced landing on a motorway in Pakistan as fuel got so low! By the mid 2000s, the LCC market in India had exploded, and Indian Airlines was losing money quickly. In 2007, the Indian government announced the gradual absorption of Indian Airlines into Air India, while Alliance Air would be turned into a regional affiliate. Alliance Air became Air India Regional, and began operating smaller aircraft types in Air India's new livery. In 2017, Indian Airlines had fully retired their branding and been absorbed into Air India, while Air India Regional was again renamed Alliance Air, and continues to operate today. Please make another aircraft.cfg entry for your Indian Airlines A320 with the Alliance Air codes, if you care, and also please change Kuala Lumpur in these plans from WMKK to WMSA, as WMSA was the airport used until 1998 and though these plans are 1999, all aircraft in the project use the old airport to represent it's final days, similar to Kai Tak(VHHX) which was also closed in 1998. Flightplans by Pedro Rodrigues Nunes may be found on Avsim here: library.avsim.net/search.php?SearchTerm=ic%26cd_fp_su1999.zip&CatID=root&Go=SearchAll repaints are available: TFS A300B2 Indian Airlines: On Avsim as "tfs_a300b_iac.zip" FAIB A320 (double bogey wheel) Indian Airlines: On Avsim as "faib_a320-200_iac.zip" FAIB 737-200 Alliance Air: On Avsim as "faib_737-200_llr.zip" FMAI Do228-200 Indian Airlines: On Avsim as "fmai_do-228-200_iac.zip" A300B2 Indian Airlines: A320 Indian Airlines: A320 Alliance Air operated by Indian Airlines: 737-200 Alliance Air: Do228-200 Indian Airlines:
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Post by chasensfo on Sept 15, 2020 7:28:38 GMT -5
\\Winair (USA) 1998 Winair (1998-1999) IATA: NONE ICAO: WNA CALLSIGN: WINAIR Winair, not to be confused with the SXM-based commuter airline of the same name, was a short-lived US low fare and charter carrier based in Long Beach(LGB), near Los Angeles. LGB, which is where McDonnell Douglas aircraft such as the DC-9, MD-80, and MD-11, as well as the Boeing 717 and C-17, were produced. Despite the much more traveler friendly resources, proximity to the coast and various corporations, and little competition, LGB has struggled to hold onto any significant level of air service it's entire existence, even in present day. Winair was founded in 1997 and selected LGB as their main base of operations with the intent to operated Boeing 737s on both scheduled public charters and private group and sports charters. A superbowl charter in January 1998 was the first flight, and charter operations would continue for another 10 months before the first regularly scheduled public charter was allowed to operate. At the time of these winter 1998 flightplans, the airline had just started scheduled charters to a relatively high number of destinations with 5 737-200s and a 737-300, as well as a 737-400 leased from Pegasus of Turkey and flown in a hybrid livery. The flights focused mostly on leisure routes in the Western United States, attempting to avoid any direct competition with major carriers, especially Southwest Airlines. The airline had applied for traffic rights to operate all of these included destinations on a scheduled part 121 basis, along with flights to Seattle so long as the Boeing, who had just taken over McDonnell Douglas and was having it's 717s built in LGB, could guarantee a number of seats sold on each LGB-SEA flight. Boeing never made that guarantee, and there were delays in scheduled certification. The aircraft lost too much money for the liking of the leaseholders of it's aircraft, who began to repossess airplanes in early 1999. The airline was then forced to shut down while still awaiting approval for regularly scheduled flights. Repaints for the entire fleet on the AIA 737-200, 737-300v2, and 737-400v2 models along with 1998 flightplans by Paul Haak may be found here: app.box.com/shared/static/hc4cl1oh88.zip 737-400 leased from Pegasus\737-300 (share the same routes): 737-200:
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Post by chasensfo on Sept 15, 2020 7:29:07 GMT -5
**NOTE*** Big update to incomplete airlines 1998\99 file, if you're using it, please update to avoid duplicate flights from LH, TK, ect**** \\Air Guinée 1999 Air Guinée (1960-2002) IATA: GI ICAO: GIB CALLSIGN: AIR GUINEE Air Guinée was the national airline of Guinée, based in Conakry(CKY). The airline was founded in 1960, when Guinée elected to form it's own national airline rather than contribute to Air Afrique, a multinational carrier that was being formed to represent over one dozen African nations. Flights began with an Il-14, flown by Czechoslovakian pilots, beginning flights on a regional routes recently abandoned by UTA of France. In 1961, the airline began flights on the CKY-BKO route which UTA and Air France also flew, but reached an agreement to operate on different days of the week and "share" the route. The airline quickly modernized with a YAK 40 as well as An-12s and An-24s, and hoped to begin flights to Paris, but the rights were denied by French authorities. Oddly enough, the airline decided it's best course of action for future long haul flights was to come to an agreement with Alaska Airlines of the United states, who at the time was a tiny carrier, and acquire 2 of their old DC-4s while also receiving consulting from the US carrier for 7 years. 6 months into the contract, the airline fell almost $1 million in debt to Alaska Airlines, and the agreement ended before the DC-4s arrived. So in 1962, an IL-18 was instead used for expansion, though Europe was still not allowed. Through the 1960s, the airline would struggle both financially and operationally, with aircraft breaking down often, and the IL-18 was lost in a crash landing in Casablanca, Morocco(CMN). This forced the airline to shut down until the early 1970s. Over the next decade, the airline would lose another IL-18, but would add the 737-200, 727-100, and 707 to the fleet, expanding across West and Northwest Africa and by the 1980s, finally into Europe. In 1985, an A300 was added to the fleet for expansion to Paris, but all of these modern aircraft except for the 737-200 would leave the fleet by the 1990s. The airline privatized in 1992, quite frankly because the airline was draining the government dry, and Guinee became part of the Air Afrique consortium, which saw flights expand out of CKY to various destinations. The 1999 fleet consisted of a single 737-200, flying around West Africa, and a Chinese Harbin Y-7-100C, flying domestic routes and a handful of flights to neighboring nations. Most routes are only operated once weekly, with some up to 2x weekly. The airline was unlisted in the OAG. The small airline would shut down in 2002, having failed financially. The 1999 flightplans, along with the AIA 737-200 repaint and an unspecified Y-7 model(which looks to use an An-24 model) by Joel Branchu are on flightsim.com here as "aguineai.zip". 737-200: Y-7-100C:
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Post by chasensfo on Sept 17, 2020 7:19:49 GMT -5
\\Cimber Air 1998 Cimber Air (1950-2012) IATA: QA ICAO: CIM CALLSIGN: CIMBER Cimber Air was a Danish commuter airline, operationally based in Copenhagen(CPH) and Billund(BLL), with a focus city in Aalborg(AAL). Initially, the airline was an air taxi service connecting the small airport of Sonderborg(SGD), where the company was headquartered, to CPH. The carrier joined the jet age in a most unusual way; with VFW-Fokker 614 jets! Cimber Air would prove to be one of the only airlines to ever operate the type in commercial service. Through the 1960s and 1970s, the jets were joined by Nord 262 and Gulfstream I turboprops, but the commuter route structure around large airports in Denmark remained, with no distant expansion. This changed in the early 1990s, when ATR 42s joined the fleet and Lufthansa made Cimber Air one of the first Lufthansa regional carriers in 1992, flying Lufthansa branded flights from it's hubs in Germany. While much of the fleet was dedicated to these Lufthansa flights and most ATRs were painted in some variation of Lufthansa colors, some ATRs remained in the Cimber Air livery and the airline continued to operate it's own independently scheduled flights. In 1998, SAS had just bought a large share of Cimber SAir, but elected to codeshare on the airline's independent routes rather than make the carrier part of SAS. Only a few routes were independently operated in 1998, all with ATR 42s, but they were flown with high frequency. Flights operated for Lufthansa will be included in the Lufthansa regional carriers flightplans, and only the independent Cimber Air branded flights are included. Larger ATR 72s were added in late 1999 and operated both for Lufthansa and on the codeshare routes with SAS.The airline made a bold move in 2008 to purchase the assets of failed Danish leisure airline Sterling Airlines, reorganizing into Cimber-Sterling and launching leisure routes with 737s in addition to the traditional commuter routes. This move proved to be costly, and the airline shut down for financial reasons in 2012. SAS purchased the assets of the carrier, and it began flying again in 2012 as Cimber A/S, with all flights operated for SAS. SAS did not renew the contract into the next year, and the airline shut down like it's predecessor. Years later in 2014, SAS transferred some CRJs to a new carrier under the Cimber Air name, and these flights operated until 2017 when SAS sold the assets to CityJet. Flightplans by Vireak Ball and myself. The OSP ATR 42-300 repaint may be found here: library.avsim.net/search.php?SearchTerm=aiat4cim_aig.zip&CatID=root&Go=SearchATR 42-300: Download Cimber Sterling 1998 Flightplans Here
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