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Post by chasensfo on Sept 30, 2020 7:32:08 GMT -5
Note; I have noticed that when I started hosting many routemaps on RAI from gcmapper, hosting was disabled. Now it has happened at AIG. Maybe they block sites from hosting off of their servers at a certain point, I suppose. I will eventually go back and host and re-post the routemaps elsewhere retroactively, but going forward I'll do 3rd party hosting. \\Uzbekistan Airways 1998 Uzbekistan Airways (1992 - Present) IATA: HY ICAO: UZB CALLSIGN: UZBEK Georgia Government operated by Uzbekistan Airways (1999) IATA: NONE ICAO: VIP CALLSIGN: AIR GEORGIA Uzbekistan Airways is the national airline of Uzbekistan, based in Tashkent(TAS). The airline was one of dozens of carriers founded in the early 1990s after the fall of the USSR, and like most of those carriers, initially operated ex-Aeroflot aircraft in the basic Aeroflot livery. Very quickly, Uzbekistan adopted it's own livery, but by 1995, a new livery was already introduced, the same basic livery which is in use to this day. There for, only former Soviet aircraft ultimately got painted into the original colors, but some of these aircraft wore those colors into the 2000s. Uzbekistan was in better financial shape than most regions of the former Soviet Union, and the airline quickly expanded and added Western equipment with 2 A310s arriving in 1993. By 1995, the airline had almost 60 aircraft and a virtual monopoly on most routes as it was the only airline in the nation. By 1998, the airline had a vast route network, and had added 2 Boeing 767-300s and Avro RJ85s as well as a 757-200 to the fleet, as well as having just become the launch customer for the IL-114 with the first aircraft just placed into revenue service. The huge post-Soviet era fleet had shrunk to a more economically sensible number of aircraft, but the airline was still one of the largest in the region. Many of the smaller aircraft barely flew, with some domestic routes being operated once weekly while busier routes were up to several times daily, some with planes as large as IL-86s and IL-62Ms. Several cities in East Asia were served by both the A310s, IL-62Ms and the 757, while the 767-300s served New York(JFK) via Belgrade(BEG). Most larger aircraft flew to various European cities, including some of the Soviet-era types. Flights in the former Soviet region were mostly covered by the Russian types with a few exceptions. The IL-62Ms, IL-86s, Tu-154s, YAK 40s, and An-24s remained in the old colors until the 2000s, as did the cargo fleet of IL-76s and An-12s. One Tu-154B-2, UK85600, wore a modified hybrid mix of the old and new colors with a blue top. Cargo flights are not included, and I do not have enough information to make representative plans for them myself. A few charters flown in the late 1990s are included, with one to Nagoya(NKM), Amsterdam(AMS), and Christchurch(CHC), but in general, the airline did not seem to operate numerous charters at the time despite the long idle ground times of many aircraft. Up until 1999, the airline had operated safely without a single fatal accident. However in 1999, a YAK 40 landing in Ashgabat(ASB) struck power lines on a missed approach attempt and crash landed in an embankment, killing 2 passengers and writing off the aircraft. 2 more 757s would be added that year, and the airline leased an IL-62M out to the Georgia Government, who used it for a trip to Leiden(LID) in the Netherlands. I have included this aircraft making this trip as well as a flight to TAS where the plane must have come from at some point. I found no other photos of the aircraft flying for the Georgia Government outside of this trip, so I assume it was seldom used otherwise in this role. Uzbekistan Airways would continue to grow, and today is a large modern airline flying aircraft like the Boeing 787 with a global network. Flightplans by aleck, I did the charters. Be sure to add "atc_parking_types=RAMP" and "atc_parking_codes=VIP" to the Georgia Government IL-62M. Everything except for the hybrid livery Tu-154B-2 is painted. The following repaints are available: TFS A310-300: On Avsim as "ai310uzb.zip" FAIB 767-300: www.juergenbaumbusch.de/?p=10640AIG 757-200: www.juergenbaumbusch.de/?p=5725TCAI IL-62M: On Avsim as "tcai_il62md30_uzb97.zip" TCAI IL-62M Georgia Government by Christian Gold: drive.google.com/file/d/1SLk3ZZFwXAYAgTQrE6_-koljZ9IZUbwZ/view?usp=sharingTCAI Tu-154M by Christian Gold: drive.google.com/file/d/178tLgqAPj0oBl4bHj-_admMvNT3WoA6S/view?usp=sharingTCAI Tu-154B-2 by Christian Gold(part of large package, blue top hybrid not included): drive.google.com/file/d/1q98igRT5d78PeR1bB4z1zXNixwditBRH/view?usp=sharingRATS IL-86 by Christian Gold: drive.google.com/file/d/1xGzDxgu44kVU0NinW2vJoHU9bHcxGabD/view?usp=sharingFMAI BAe-146-200\RJ85: On Avsim as "fmai_rj85_uzb.zip" SGD IL-114: SGD IL-114: www.avsimrus.com/f/fs2004-ai-traffic-aircrafts-48/ai-il-114-sgd-uzbekistan-airways-16011.htmlCIS An-24RV: www.avsimrus.com/f/fs2004-ai-traffic-aircrafts-48/package-patterns-for-cis-an-24brv-6704.html?action=commentsSLM YAK 40: On Avsim as "simlandmarks_yak-40_uzb_vip.zip" A310-300: 767-300: 757-200: IL-62M: IL-86: Tu-154M: Tu-154B-2: Avro RJ85: IL-114: YAK 40: An-24RV: A310-300\767-300 Charters: IL-62M operated for Georgia Government: Download Uzbekistan Airways 1998 Flightplans Here
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Post by chasensfo on Sept 30, 2020 18:10:38 GMT -5
\\Casino Airlines 1998 Casino Airlines (1997-1999) IATA: NONE ICAO: CSO CALLSIGN: CASAIR Casino Airlines was a small US commuter airline based in Shreveport's Downtown Airport(DTN), rather than using SHV like the rest of the commercial airlines. The airline was founded in 1996 to provide an air-link for businessmen from DTN to Baton Rouge(BTN) and Dallas Love Field(DAL), connecting airports in metro areas to cut out the hassle of the busy airports and maximize time. In 1997, flights began with 2 Jetstream 31s on DTN-BTN and DTN-DAL routes. The airline was ticketless with $158 roundtrip walk up fares, which was much cheaper than the walk up fares from SHV-DFW on Delta and American while SHV-BTR wasn't served by other carriers. In early 1999, operations ended as the airline had failed to sustain profits, and the assets were used to reorganize into a new carrier based in the small but underserved city of Santa Maria, California(SMX) called "Pacific Skyway". That airline only lasted 1 year before going out of business in 2000. A huge thank you to Arthur Na who generously provided this timetable from his collection and other rare airlines not listed in the OAG for use with this project. Repaints needed as far as I know, but if no one else does them, I can handle this one. Jetstream 31: Download Casino Airlines 1998 Flightplans Here
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Post by chasensfo on Oct 1, 2020 1:07:00 GMT -5
\\TWA Trans World Airlines 1998 v2 (09AUG22; re-ordered aircraft for better AI parking, added variations for Michael Pearson's recent paints, added Jetstream 31 variation) TWA Trans World Airlines (1930-2001) IATA: TW ICAO: TWA CALLSIGN: TWA TWE Trans World Express operated by Trans States Airlines (1982-2001) IATA: 9N ICAO: LOF (also use TWAX) CALLSIGN: WATERSKI TWA Museum (1985 - Present) IATA: TW ICAO: TWA (Uses RAMP parking) CALLSIGN: N6937C Trans World Airlines, better known as TWA, was one of the first true global airlines and a pioneer in commercial aviation very similar to rival Pan American Airways. TWA was founded in 1930 as Transcontinental & Western Air, born out of a mandatory merger when the Civil Aeronautics Board(CAB) merged 5 airlines across the country together, including Maddux Airlines, Western Air Express, and Transcontinental Air Transport. The merger of these carriers and the formation of Transcontinental & Western Air allowed coast-to-coast scheduled service with rail connections from certain destinations for passengers along the way and lucrative air mail contracts on all routes. Like most carriers at the time, Transcontinental & Western Air started out with monoplanes from various manufacturers but was a very early customer of the Douglas DC-2 and the launch customer of the world's only DC-1 in the early 1930s. The DC-1 was used in a transcontinental flight which took just over 13 hours, a record at the time, but was not used much in revenue service as the much improved DC-2s were the first modern planes of the era to arrive in any real numbers. TWA had accumulated 32 DC-2s before the first DC-3 arrived in 1937, and by then was flying the aircraft all across the country. The "TWA" nickname became a household name by the late 1930s, with TWA being one of the world's largest airlines already. Regular transcontinental flights were launched with DC-3s in 1940, but WWII slowed the airline's progress by several years. During the war, TWA provided thousands of flights to Europe in support of the conflict, and these routes would later pave the way for TWA's global network. Eccentric billionaire Howard Hughes had purchased a controlling interest in the airline in the early 1940s, and together with Lockheed designed the Constellation prop-liner which would be used for regular Transatlantic service by the end of WWII. The CAB granted TWA traffic rights to cities in Europe at the conclusion of the war, but with all the surplus planes available, rival Pan American and various other airlines like American Overseas Airlines were also expanding. TWA's large presence in the Los Angeles area, acquired from Maddux Airlines at its formation, made the carrier a popular choice with famous people, and TWA embraced that image and began to advertise itself as "The airline of the stars". Over the next decade, TWA's network stretched well across Europe into the Middle East and the airline even had a dedicated fleet of aircraft to ferry engines across the world as needed, since the network was so vast that planes were rarely near a modern maintenance base while abroad. Non-stop flights from San Francisco(SFO) to London(LHR) were launched in the late 1950s, the longest land-based commercial flight in the world at that time. In 1959, TWA became a very early operator of the new Boeing 707 jets and became the first airline to introduce inflight movies soon after. The jets allowed TWA to save passengers several hours compared to the competition, which was mainly still flying WWII-era prop-liners. TWA rushed the retirement of its large fleet of Constellations, and the airline was only operating jets by 1967. 707s, 720s, and Convair jets were joined by 727s, L-1011s, and 747s in the 1970s, and TWA grew very aggressively in the domestic market as air travel became more commonplace. New York(JFK), Kansas City(MCI, and MKC prior to that), LAX, and SFO were developed into the carrier's main hubs, with hangars in all of these cities as well, while a domestic hub in Pittsburg(PIT) was opened for a short time. As a result of attempts to fight back against the growing number of start-up airlines after the deregulation of the airline industry in 1976, St. Louis(STL) became a major hub with the acquisition of Ozark Airlines in 1986, which provided TWA with dozens of DC-9s and some new MD-80 jets. The decision was made to phase out the 727s over time in favor of the Douglas-built DC-9s and MD-80s, and the gradual retirement of the 727-100s began immediately. In the meantime, TWA began to move 727s to Europe where it had built a large presence in West Germany where US Airlines were given the freedom to launch routes inside of Europe and across the Middle East. These 727s ultimately took over many of the old Constellation routes and cities. Meanwhile, in the US, TWA had become an early operator of the Boeing 767-200, which it used both domestically and to Europe by the mid-1980s. In 1982, TWA began offering commuter flights under the "Trans World Express" brand with various airlines initially offering flights, while Trans States Airlines would end up the only carrier years later. At the turn of the 1990s, TWA was hit with the energy crisis, the Gulf War, and intense domestic competition which was bleeding the company financially on former key routes. TWA began to sell off many of its historically significant traffic rights to Europe, including its LHR slots to American Airlines, and the airline began to shrink quickly. By the mid-1990s, only a handful of long-haul routes were left. In 1996, TWA had a very high-profile accident when TWA flight 800, a heavily booked 747 flight from JFK-CDG, exploded mysteriously shortly after take-off killing hundreds of people. TWA lost thousands of bookings and accelerated the retirement of the aging classic 747s. Around the same time, brand new 757-200s began to join the fleet wearing a bold new livery, and these along with the 767s would take over all the 747 routes by early 1998. The TWA of 1998 was a shell of itself at the start of the decade. The large MCI hub had been reduced to nothing but flights to STL, though a large maintenance base was kept there. Most long-haul routes not originating in JFK were abandoned with a few exceptions, and all L-1011s and 747s had been retired. A huge network was retained from STL, which by now was TWA's headquarters and main hub, while JFK only saw a few select mainline routes with most cities served in the region being reduced to Jetstream 41 commuter flights. Flights to a few long-haul destinations remained, including a non-stop service from STL-HNL with 767-300s, but most of the network was long gone. DC-9-30s and MD-80s made up most of the domestic fleet, while a few DC-9-41s and DC-9-51s supplemented what was left of the 727-200 fleet. Very few routes did not originate in either JFK or STL, but a few odd routes were flown such as DFW-MSY, LGA-PBI, and ANC-PDX while a few flights had stops en-route which tickets were not sold on like PBI-SRQ, PHX-SAN, and ONT-SNA. Most flights from STL were flown with high frequencies, and many of those routes had 10+ daily flights. In addition to scheduled flights, TWA was also operating sports charters, especially for Major League Baseball(MLB) teams in the Midwest USA. I have included 2 of these aircraft with 1 flying for the St. Louis Cardinals out of STL and another flying for the Kansas City Royals out of MCI. The TWA Museum, founded in 1985 in MKC where TWA was once based, was operating a Lockheed Constellation in full TWA colors. I have included this aircraft flying to Oshkosh(OSH) for Air Venture as it did in real life in 1998, spending the weekend there with other interesting aircraft like the Concorde. As both boneyards across the USA and the maintenance ramp in MCI were stuffed full of recently retired TWA aircraft, I have included all known aircraft retired around the time of these flightplans, spending a few days per week at MCI(where they will park in the proper place with a backdated ADEX file coming soon), and a few days stored in their final resting place. To return to MCI, I have the aircraft arrive in the middle of the night when you are unlikely to see them fly. Some 727-100s which were retired and scrapped in MCI do not leave, and only do 1 touch and go in the middle of the night twice per week, as is the limitation of AIFP to get them to show up. The new colors L-1011, the only one to wear the new livery, flies its actual retirement route from MCI-LAX, where it parks by the hangar to have the interior removed, then onto LAS the next day. A future LAS ADEX will include the late 1990s storage area, which will be full of the proper aircraft. All 767-300s and 757-200s were wearing the new livery by 1998, but the rest of the fleet varies wildly with some fleets mostly in the old colors and some mostly in the new colors. All commuter planes were still in the old colors until the end of the 1990s. TWA would continue to shrink internationally while growing domestically over the next 2 years until the company was acquired by American Airlines in 2001. While the first Boeing 717s had arrived at the end of 1999, American would cancel all future orders for the carrier, as well as TWA's orders for A330-300s and a large fleet of A318s to replace the DC-9s. TWA merged into American Airlines on 01DEC01, and the STL hub was cannibalized over the next few years to quickly become just another city in the American Airlines' network. Please assign the sports charters "VIP" parking codes and "RAMP" parking types, while the retried planes should use the "XTWA" code and "RAMP" parking. Several major US airports will be released in the coming weeks and will ensure retired aircraft park in the proper places. DC-9 paints on the modern AIG models and some others are still needed. The following repaints are available: FAIB 747-100\767-200\767-300, DWAI L-1011 fleets by Michael Pearson: mpai4fs.com/category/repaints/airlines/trans-world-airlines/DWAI L-1011 HD (old colors, retired): brians-retro-ai.com/2018/11/04/twa-trans-world-airlines-lockheed-l1011-100/AIG 757-200: library.avsim.net/search.php?SearchTerm=brw_b752_twa.zip&CatID=root&Go=SearchAIA 727-200 (new colors: library.avsim.net/search.php?SearchTerm=brw_b72s_twa.zip&CatID=root&Go=SearchAIA 727-200 HD (old colors): brians-retro-ai.com/2018/11/04/twa-trans-world-airlines-boeing-727-200/AIA 727-200 St. Louis Rams (another version): library.avsim.net/search.php?SearchTerm=brw_b72s_twarams.zip&CatID=root&Go=SearchAIA 727-100 (retired): brians-retro-ai.com/repaints/twa-trans-world-airlines-boeing-727-100/AIA MD-80 (new colors): library.avsim.net/search.php?SearchTerm=brw_md83_twa.zip&CatID=root&Go=SearchAIA MD-80 (new\old colors): library.avsim.net/search.php?SearchTerm=aia_dc983_twa.zip&CatID=root&Go=SearchAIA MD-80 HD (old colors, has silver top of tail not used in 1990s): brians-retro-ai.com/2018/10/20/twa-trans-world-airlines-mcdonnell-douglas-md-82/AIA MD-80 Wings of Pride (new colors): library.avsim.net/search.php?SearchTerm=brw_md83_twawop.zip&CatID=root&Go=SearchAIG DC-9-50 by Christian Gold (old colors): drive.google.com/file/d/13vQUtwyIswBrVt-lH3rcjeMaJwuVfFhL/view?usp=sharingAIA DC-9-50 (new colors): library.avsim.net/search.php?SearchTerm=aiadc950twa_nc.zip&CatID=root&Go=SearchAIG DC-9-40 (old colors): library.avsim.net/search.php?SearchTerm=aig_dc941_twa.zip&CatID=root&Go=SearchAIA DC-9-30 new colors: library.avsim.net/search.php?SearchTerm=brw_dc9s_twa.zip&CatID=root&Go=SearchAIA DC-9-30 (new\old colors): library.avsim.net/search.php?SearchTerm=aia_dc930_twa.zip&CatID=root&Go=SearchAIA DC-9-10 (new\old colors): library.avsim.net/search.php?SearchTerm=aia_dc915_twa.zip&CatID=root&Go=SearchOSP ATR72\ATR42, PAI Jetstream 31 (old colors): library.avsim.net/search.php?SearchTerm=trans_world_express_1993_fleet.zip&CatID=root&Go=SearchDJC Jetstream 41: library.avsim.net/search.php?SearchTerm=twe_2000_js41_pack.zip&CatID=root&Go=SearchPAI Jetstream 31 (old colors, no tail logo, by myself): drive.google.com/drive/u/1/folders/1_ua0SDtUfc5nBkuXyzt8rm-NUPvM-x-1L-1049H Constellation, part of large CalClassics AI package: www.calclassic.com/AIAircraft.htm767-300: 767-200: 757-200: 727-200: 727-200 Sports Charters: MD-80: DC-9-30\41\51: DC-9-15: ATR72-202 operated by Trans States Airlines: ATR42-300 operated by Trans States Airlines: Jetstream 41 operated by Trans States Airlines: Jetstream 31 operated by Trans States Airlines: 747-100\200\L-1011\727-100\200 retirement flights: L-1049H TWA Museum: Download TWA 1998 Flightplans Here
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Post by chasensfo on Oct 5, 2020 21:47:31 GMT -5
\\Mediterranean Air Service 1999 Mediterranean Air Service IATA: DR ICAO: UNKNOWN (help requested!) CALLSIGN: UNKNOWN Mediterranean Air Service was a small and short-lived Tunisian leisure carrier that was founded in 1997 with a leased Tunisair 737-200 Combi. The airline started flying in the Spring of 1999 and operated a 4x weekly scheduled service from Tunis(TUN) to Paris(CDG), with 3 of those flights operating in the very early morning and a late evening turn on Thursdays. The rest of the week, the airline flew leisure charters from TUN and Monastir(MIR) to Germany, France, Switzerland, and Spain. Limited cargo flights were operated as well, but these are not represented as the aircraft will be parking on gates. In 2000, the airline expanded to regularly offer charters in the Nordic region as well. In 2001, the airline failed and the 737-200 was returned to Tunisair. I was unable to find out anything else about this carrier, including the ICAO code and callsign. Thank you to Don Henchel for taking the time to send me the 1999 schedule for this carrier so that I could realistically make the flightplans! Jonathan Alba and piper have done the FAIB 737-200 here: www.dropbox.com/sh/5f53ruyooci6dw2/AADlKrzg8M7G-xOc9r5nWoAHa?dl=0737-200 scheduled flights: 737-200 Charter Flights: Download Mediterranean Air Service 1999 Flightplans Here
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Post by chasensfo on Oct 6, 2020 21:59:41 GMT -5
\\Nouvelair Tunisie 1999 Nouvelair Tunisie (1990 - Present) IATA: BJ ICAO: LBT CALLSIGN: NOUVELAIR Nouvelair Tunisie was a French-owned Tunisian leisure charter carrier, based in Monastir(MIR), which was founded in 1989 and is today known simply as Nouvelair. The carrier was initially founded as Air Liberte Tunisia in 1989, as a leisure charter subsidiary of Air Liberte, and began operations in the Spring of 1990. The initial fleet was a few MD-83s painted in the Air Liberte basic livery, but with most of the blue on the aircraft repainted to red and "Tunisia" titles. In 1996, Air Liberte divested much of it's stake in the airline as the carrier moved to a new agreement to become a subsidiary of British Airways, and the carrier became known as "Nouvelair Tunisie". A new blue and white livery was adopted with an orange logo. In late 1997, an A320 was leased from TransAer and painted into an albino hybrid livery, with modified black titles and logos. In 1999, a 5th MD-83 was introduced to the fleet wearing an albino livery similar to that of the leased A320, but with silver titles and different logos. Another one of the MD-80s was also painted into this Albino livery from the 1996 colors the rest of the fleet wore, which suggests the company may have considered making the livery permanent for cost savings, though this livery did not survive long at all. All flights were operated on a charter-only basis, and Nouvelair Tunisie had a very wide network, serving the vast majority of large and medium-sized cities across Western Europe at least once each season. While these flightplans are representative, all cities were actually served at least once in the late 1990s from either MIR or Tunis(TUN). As the carrier did serve many of the German and French cities from both TUN and MIR, I have based one MD-83 in TUN. The MD-83s fly all over, the A320 mostly seemed to fly to Germany and some Nordic cities, so I represented this in the flightplans. Like many leisure carriers, Nouvelair Tunisie often keeps the aircraft flying through the night, especially on weekends, so many of the destinations are only served after dark. Most cities are served just once weekly, but some busier routes including those to Paris(CDG), Frankfurt(FRA), Munich(MUC), Helsinki(HEL), ect see flights several days per week. In 2000, the airline began adding it's own A320s to the fleet and shortened it's name to "Nouvelair", adopting the same basic livery it still wears today. As aircraft were added to the fleet, another hub was opened in Djerba(DJE), and all the MD-80s were eventually replaced with A320 series aircraft. Nouvelair Tunisie in modern times also commonly leases aircraft out to other airlines in addition to operating it's own leisure flights. The FAIB A320 leased from TransAer and the AIA MD-83 in the standard livery by Jonathan Alba and piper may be found here: www.dropbox.com/sh/j38ntla6pzvb22n/AADCkxSAMULoESGFQo09QGZ0a?dl=0The AIA MD-83 in the Albino modified livery by myself may be found here: drive.google.com/drive/folders/1-A_wT7GhSdbpgIHyyWCEZolcF6MTZy47?usp=sharingA320 Charters: MD-83 Charters: Download Nouvelair Tunisie 1999 Flightplans Here
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Post by 747sp on Oct 11, 2020 6:19:03 GMT -5
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Post by chasensfo on Oct 11, 2020 6:30:10 GMT -5
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Post by eth72s on Oct 11, 2020 10:29:45 GMT -5
Thank you very very much! Any chance the Do228-200 to complete the fleet? Pleeease.
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Post by chasensfo on Oct 18, 2020 4:49:11 GMT -5
\\Galaxy Airlines 1999 Galaxy Airlines (1999-2001) IATA: 9G ICAO: GLX CALLSIGN: GALAXY Galaxy Airlines was a Greek leisure airline which was founded with 737s in 1999. Though the airline was headquartered in Athens(ATH), it didn't initially fly there, instead it focused on Thessaloniki(SKG) and the less-popular tourist destinations of Kavala(KVA) and Aktion(PVK) connecting them with German cities which either had little competition or were not regularly served by other carriers at all. Flights began on a scheduled basis rather than charter with a single 737-400 in August 1999, with a 737-500 joining the fleet soon after and limited charter flights began. In 2000, a 3rd 737-400 was added, and by years end, the company boldly began to both shift it's interest to charter operations and also to expand into contested routes. Services were launched to ATH, Corfu(CFU), and other popular Greek leisure destinations while European operations were expanded to include major cities in France and Switzerland already well served by leisure carriers. By 2001, the investors of the airline were unhappy with the new erratic direction of the company and, with losses mounting, pulled their financial support. Though the 2nd 737-400(SX-BFA) was added in 2000, it is included in these flightplans flying charters. You may remove it if you wish for accuracy, though you were never see both 737-400s in the same place at once and the routes it operates were covered in 1999 as well. Flightplans by piper. The 737-500 is needed, but Jonathan Alba and piper have completed the FAIB 737-400 repaint here: drive.google.com/drive/folders/1U5z3uBqZSO_JcxVU3mAMuV3SIFGAoB2C?usp=sharing737-400\500: Download Galaxy Airlines 1999 Flightplans Here
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Post by chasensfo on Oct 25, 2020 23:27:23 GMT -5
\\Blue Panorama 1999 Blue Panorama (1998 - Present) IATA: BV ICAO: BPA CALLSIGN: BLUE PANORAMA Blue Panorama is an Italian leisure and charter operator, based in Rome, Italy. However, for the first several years of operation, Rome was only served via the Ciampino Airport(CIA) with occasional charters. The airline started operations in September 1998 with a single 737-400 painted in the airline's full livery and leased from Hapag-Lloyd, still wearing a German registration. Flights connected a few large Italian and Swiss cities with public charters to resort destinations in Spain and Portugal. In 1999, 2 more 737s were added for the summer season; a 737-400 leased from Ryan International Airlines in white livery with titles and logos only, and a Ukraine International 737-300 operated in that carriers full colors but with Blue Panorama titles. The existing 737-400 was given an Irish registration by year's end, but I kept the German registration in these plans. The network was expanded to offer flights to limited destinations in Greece, Austria, and the Canary Islands. During the weekend, PMI was served frequently, while the rest of the week the destinations varied more. All destinations and routes are real, with all frequently visited cities where the aircraft were photographed included. The airline would grow steadily, and was offering charters across most of Western Europe the following summer, while scheduled flights started in 2002 as the airline became an IATA member. Next generation 737-800s and 767-300s joined the fleet, and Alitalia announced it's intent to merge Blue Panorama with Italian carrier Wind Jet and and absorb both carriers. When this merger failed, Blue Panorama declared bankruptcy and restructured with bases in Poland and Albania. In 2019, the airline announced it's intent to change it's name to "Luke Air" and unveiled a conceptual livery for it's first A330. However, the COVID-19 pandemic delayed the rebranding and as of 2020, new aircraft continue to wear the Blue Panorama livery. I will eventually do the non-standard 737s, the standard livery FAIB 737-400 has been painted by Jonathan Alba and piper here: drive.google.com/drive/folders/1kO82OgZeCFit0JYHP0wjGIKWxiTIJ96n?usp=sharing737-400 Charters: Download Blue Panorama 1999 Flightplans Here
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Post by 747sp on Oct 27, 2020 4:00:04 GMT -5
I got so fed up with links to box.com breaking that I have moved all my stuff over to a new Google drive. Hopefully this will put an end to this problem.
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Post by chasensfo on Oct 27, 2020 5:02:39 GMT -5
I got so fed up with links to box.com breaking that I have moved all my stuff over to a new Google drive. Hopefully this will put an end to this problem. Thank you for taking the time to do that! I suggest that the rest of you with box.com accounts eventually do the same, or we may lose all access to your files, which happened to both cgold and 747sp.
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Post by chasensfo on Oct 27, 2020 6:44:53 GMT -5
***DELETE THE STAND-ALONE SAUDIA CARGO 1998 PLANS IF YOU STILL HAVE THEM INSTALLED BEFORE INSTALLING THESE*** \\Saudia 1998 v3 (UPDATE 07MAR22; Re-did entire aircraft order for better AI parking, changed cruise speeds to AIG standards, added a new colors L-1011, added 747-400 and MD-90 delivery flights, re-did the 747-200 cargo charter flightplans with better sources, aircraft list simplified for installation, airports updated to P3Dv5 native with a separate P3Dv4 version) 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 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 its 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 a 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 getaway 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. All scheduled passenger and cargo flights are real, all representative flights are based on various sources to recreate late 1990s flights. Liveries are as accurate as possible, the only aircraft I was unsure of were the L-1011 (only 1 was confirmed in the new colors before the fleet went domestic in 1998) and the 737-200, as aviation photography in Saudi Arabia is illegal making 90s domestic photos very rare. I added a factory delivery flight for a 747-400 from Paine Field (PAE) to JED, and 2 MD-90s that were stored in Kingman, Arizona (IGM) after being built for several months are represented on their actual ferry routes to their new home, both with US registrations still. The L-1011 fleet has a lot of slack, but with Saudia being the only airline serving most of the Kingdom of Saudi Arabia, there was plenty of space for them at the hubs. 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. For the delivery flights, use "atc_parking_types=RAMP" and "atc_parking_codes=XSVA" to ensure proper parking at PAE and JED in the future. These are the first flightplans to have been upgraded to P3Dv5 that offer a P3Dv4 version, use that if you use P3Dv4 so the planes use the correct airports. Repaints are still needed for much of the VIP fleet, as well as some of the normal passenger fleet. The Evergreen-operated 747-200F had the full 1970 livery but with passenger windows and a large US registration, while the other cargo 747-200F was in the new colors. I also was unable to find the A300-600R in the old livery. Some of the bizjets, at least the Gulfstreams, are available in large AI packages, but I am not 100% which ones are there are several HTAI Gulfstream packages (new colors only, but there is no evidence of any bizjets in the new colors before the 2000s). I don't think the rest of the VIP bizjets are painted. The following paints are available: FAIB 747-400: library.avsim.net/search.php?SearchTerm=faib_747-400_sva.zip&CatID=root&Go=SearchFAIB 747-300 1970: www.juergenbaumbusch.de/?p=11774FAIB 747-300 1997: www.juergenbaumbusch.de/?p=7563FAIB 747-200 Air Atlanta Icelandic: library.avsim.net/search.php?SearchTerm=faib_747-200_abd.zip&CatID=root&Go=SearchFAIB 747-200F Saudia Cargo 1970 (substitute for Evergreen): brians-retro-ai.com/repaints/saudia/saudia-cargo-boeing-747-200f/AIA 747-200F Saudia Cargo 1997: library.avsim.net/search.php?SearchTerm=b742f_saudi_arabian.zip&CatID=root&Go=SearchFAIB 747-100 1970: www.juergenbaumbusch.de/?p=11776AIA 747-100 1997(uses 747-200 model): library.avsim.net/search.php?SearchTerm=b741_saudi_arabian.zip&CatID=root&Go=SearchFAIB 747-100 Tower Air Saudia Hybrid: library.avsim.net/search.php?SearchTerm=faib_747-100_tow.zip&CatID=root&Go=SearchFAIB 747-100 Air Atlanta Icelandic (to use as a substitute for American International): library.avsim.net/search.php?SearchTerm=faib_747-100_abd.zip&CatID=root&Go=SearchFAIB 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): library.avsim.net/search.php?SearchTerm=fspxai_md-11_woa.zip&CatID=root&Go=SearchUTT MD-11 Saudia Cargo: library.avsim.net/search.php?SearchTerm=utt_saudi_arabian_md11.zip&CatID=root&Go=SearchDWAI L-1011 1970: brians-retro-ai.com/2020/08/16/saudia-lockheed-l1011-200/AIM DC-10-30 SkyJet (substitute for Saudia titles DC-10-15): library.avsim.net/search.php?SearchTerm=aim_dc1030_skyjet.zip&CatID=root&Go=SearchTFS A300-600R 1997: library.avsim.net/search.php?SearchTerm=ai306sva.zip&CatID=root&Go=SearchTFS A300B4 1970(use until -600R version is painted): library.avsim.net/search.php?SearchTerm=tfs_a300_sva.zip&CatID=root&Go=SearchAIG 757-200 Flying Hospital VIP: library.avsim.net/search.php?SearchTerm=b752_saudi_flying_hospital.zip&CatID=root&Go=SearchNAAI 707-300C Royal Flight 1997: library.avsim.net/search.php?SearchTerm=naai_707-368c_sva_gvt.zip&CatID=root&Go=SearchAIA MD-90 1997: library.avsim.net/search.php?SearchTerm=md-90_saudi.zip&CatID=root&Go=SearchAIA 727-100 Royal Flight 1970: library.avsim.net/search.php?SearchTerm=aia_727-21_sva_gvt.zip&CatID=root&Go=SearchAIA 737-200 1970: library.avsim.net/search.php?SearchTerm=sv74_b732.zip&CatID=root&Go=SearchAIA 737-200 1997: library.avsim.net/esearch.php?CatID=fs2004acrp&DLID=46973HTAI L-100-30 1997: library.avsim.net/search.php?SearchTerm=l100-30_saudi_air_force.zip&CatID=root&Go=SearchHTAI VC-130H 1997(use until 1970 livery is completed): library.avsim.net/search.php?SearchTerm=htai_vc130h_sva.zip&CatID=root&Go=Search747-400: 747-300: 747-200: 747SP: 777-200: L-1011: A300-600R: MD-90: 737-200: 747-400 Factory Delivery Flight: MD-90 Factory\Storage Delivery Flights: 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: 747-200F Charter Cargo: 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 v3 Flightplans Here
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Post by chasensfo on Nov 3, 2020 13:42:28 GMT -5
\\Air Ukraine 1999 Air Ukraine (1992-2002) IATA: 6U ICAO: UKR CALLSIGN: AIR UKRAINE Air Ukraine operated by Lvov Airlines (1992-2002) IATA: 5V ICAO: UKW (also use UKR) CALLSIGN: LVIV Air Ukraine was the national airline of Ukraine, split off from Aeroflot's Ukrainian division in 1992 after the fall of the Soviet Union. The carrier was owned and operated by the Ukrainian government, and early on an independent livery was introduced in bold colors, though many aircraft would also remain in hybrid Aeroflot liveries through the company's history. Air Ukraine was based in Kiev at Boryspil International Airport(KBP), and operated both scheduled flights and charters, including long haul charters to North American and Asia. Long Haul flights were operated by IL-62Ms and Tu-154Ms, while flying in the region of Europe and the former USSR was mostly dedicated to Tu-154B-2s, Tu-134A-3s, YAK 42s, YAK-40s, and IL-18s. Domestic flights and regional operations were mostly operated by An-26s and An-24s, while IL-76s as well as An-12BKs operated by Lvov Airlines mostly operated cargo flights. The YAK-40s and An-26s did not have scheduled flights in 1999 and were used for charters. In 1999, the airline had a vast network with scheduled service all over Western and Eastern Europe and North Africa, as well as to New York(JFK), Toronto(YYZ), Beijing(PEK), Delhi(DEL), Dubai(DXB), and Sharaj(SHJ). Regular charters were also operated to various holiday destinations and large European and Asian cities like Singapore(SIN), along with flights to Chicago(ORD). By 1999, 7 years into the airline's independence from Aeroflot, a large portion of the fleet was still being flown in hybrid Aeroflot liveries. Despite the relatively large fleet and vast network, Ukraine is a very poor country that was having many problems at the turn of the century(and still is today), and the airline and government were both financially struggling. Private carriers like Aero Sweet(later called Aerosvit) and Ukraine International Airlines were growing and providing stiff competition from the private sector. In December 2002, the airline suspended operations, with the government hopeful that a merger with one of the other 2 large international carriers would get the airline flying again. However, by late 2004, it was apparent that neither Aerosvit or Ukraine International were interested, and the airline was totally liquidated. Flightplans and routemaps by eth72s. Most repaints are completed, all by cgold: TCAI IL-62M: drive.google.com/file/d/1E67xBsxlH_rKqU-kQyUMIAPr_2-AV3Xu/view?usp=sharingPHAI IL-18: drive.google.com/file/d/19Fp2yeAUn9HhvFNBCVi94AV_p25LSWim/view?usp=sharingTCAI Tu-154M: drive.google.com/file/d/13oWJENqyZC_HrLZ31mMSHXaBXb4Jo5dX/view?usp=sharingTCAI Tu-154B-2(part of large package): drive.google.com/file/d/1q98igRT5d78PeR1bB4z1zXNixwditBRH/view?usp=sharingSBAI Tu-134A-3(Air Ukraine full livery): drive.google.com/file/d/1SxbDGHp4GC9xbYt7UKzfcb9regCWzxq9/view?usp=sharingCIS YAK 42 (Air Ukraine full livery): drive.google.com/file/d/11ifOxkjmFaQ_JG5d3-Ql7spyNv0VUmRo/view?usp=sharingMAXC-SIM YAK 40(Air Ukraine full livery): drive.google.com/file/d/13xJwNwdwF3C0TUlHWKfIUf-Wd1musbUu/view?usp=sharingCIS An-26 (Aeroflot Hybrid): drive.google.com/file/d/1T3JMbLIYfonW1oMwM9CkxXm54B-6oQst/view?usp=sharingCIS An-24: drive.google.com/file/d/1PAzyZnvhUAIQmAXKBsZi8amF8N9oaDSa/view?usp=sharingRATS IL-76: drive.google.com/file/d/1zaUCABuC_1vIJdaoPwl1rs0Tqja7NzQr/view?usp=sharingSBAI An-12BK: drive.google.com/file/d/1tAwXyXOVkXhMDhE6EOeT0w1BkDOTsTdd/view?usp=sharingIL-62M: Tu-154M\B-2: Tu-134A-3: YAK 42: IL-76 Cargo: An-12BK Cargo operated by Lvov Airlines: An-24: Short\Medium Haul Charters: Long Haul Charters: Download Air Ukraine 1999 Flightplans Here
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Post by chasensfo on Nov 11, 2020 23:43:33 GMT -5
***Please delete previous Ural Airlines and Ural Airlines Cargo plans if using these updated plans with charters. If you wish for lighter flightplans without charters and off a different schedule, search for alternative flightplans by aleck*** \\Ural Airlines 1998 Ural Airlines (1943 - Present) IATA: 6U ICAO: SVR CALLSIGN: SVERDLOVSK AIR Ural Airlines Cargo (1993-2000) IATAL: 6U ICAO: SVRC CALLSIGN: SVERDLOVSK AIR Ural Airlines is a Russian scheduled and charter passenger carrier based in Koltsovo(SVX). The airline was founded in 1943 as Sverdlovsk State Air Enterprises, but lost it's independent identity for many years having been absorbed by Aeroflot and operating as their Koltsovo division. After the fall of the Soviet Union and the division of Aeroflot into dozens of local carriers in the early 1990s, the carrier emerged independent in 1993 as Ural Airlines. The carrier inherited a huge scheduled network from it's Aeroflot days, and was a fairly large carrier from the start with a fleet of An-24s, Tu-154B-2\Ms, and IL-86s while cargo flights were operated by An-12s. The focus for new routes was shifted to charters, and by the late 1990s, Ural Airlines had the distinction of being the largest charter airline in Russia, operating to most popular leisure destinations across Eastern Europe, the Mediterranean, Southeast Asia, and North Africa. By 1998, the An-24s operated a regional network serving cities within an hour or 2 of SVX, while the rest of the scheduled network and charters were operated but the Tu-154s and IL-86s. There were less aircraft in the fleet than earlier in the 1990s, but the carrier maintained a large network. All aircraft wore the colorful red, white, and blue livery of Ural Airlines, but while the livery was slightly modified on the An-12. All charter and cargo flights are representative though the routes are real. The airline went on to modernize quickly and had replaced the fleet with modern Airbuses by 2011. Today, the carrier operates several variants of the A320 series, including the A320NEO with orders for the A321LR and A330-300, along with 14 737MAX jets. Flightplans and routemaps by eth72s. All repaints are completed: RATS IL-86: library.avsim.net/search.php?SearchTerm=rats_uralairlines_il86_textures_full_230209.zip&CatID=root&Go=SearchSKJ Tu-154M: library.avsim.net/search.php?SearchTerm=ural_tu-154m_ra-85833.zip&CatID=root&Go=SearchTCAI Tu-154B-2 (part of large package by cgold): drive.google.com/file/d/1q98igRT5d78PeR1bB4z1zXNixwditBRH/view?usp=sharingCIS An-24: library.avsim.net/search.php?SearchTerm=cis_an24_svr_dxt3.zip&CatID=root&Go=SearchSKJ An-12 Cargo by cgold: drive.google.com/file/d/1PH7JL2wd9UNBQTnDewv-TvneWv3Mkiyi/view?usp=sharingIL-86\Tu-154M\Tu-154B-2 scheduled flights: IL-86\Tu-154M\Tu-154B-2 European Charters: IL-86\Tu-154M\Tu-154B-2 Longhaul Charters: An-24 Scheduled Flights: An-12 Cargo: Download Ural Airlines 1998 Flightplans Here
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