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Post by chasensfo on Dec 6, 2020 3:45:26 GMT -5
The entire regional fleet of Air France for the 1998 flightplans has been painted by FSMuseum and is on Avsim now as "air_france_regionals_pack_1998.zip". //Cayman Airways 1998 Cayman Airways (1968 - Present) IATA: KX ICAO: CAY CALLSIGN: CAYMAN Cayman Airways is the national airline of the Grand Cayman Islands, located in the Greater Antilles in the Caribbean, and is based in Grand Cayman(GCM). The carrier was founded in 1968 as Cayman Brac Airways as a portion of LACSA purchased by the Cayman government, using Beech 18s. Initially, the airline was domestic, island hopping and connecting passengers onto other carriers in GCM. International flights to Montego Bay(MBJ) started by the end of the decade. The airline expanded to add a DC-3 soon after and expanded to Miami(MIA) with the carrier codesharing with Pan Am at both destinations, who provided steady connecting traffic. Over the next decade, several types joined the fleet, including Bac 1-11-400s operated by LACSA and DC-6s, while service to Kingston(KIN) was added. Expansion would be slow, and the carrier always had a small fleet never operating more than a handful of airplanes. In the 1980s, the airline acquired a pair of 727-200s and began charter services across the Eastern and Midwestern United States and also to Panama City(PTY). A DC-8-52 was also operated for a short period of time in the 1980s, and 737-200s added by the early 1990s to replace the 727-200s. Up until the 1990s, GCM was largely ignored by most carriers. But by the 1990s, American was operating several daily flights to MIA, while Delta, Northwest, and USAir all also offered a daily departure to their hubs. The wide range of charter destinations was dropped in favor of a few routes, mostly to Florida, and a codeshare was started with United Airlines. By 1998, the 2 737-200s flew to 6 destinations, though the only daily flights in the network were to MIA with 3 daily flights. All domestic routes had been dropped except for a flight to Cayman Brac(CYM) which was a through-service from MIA, operating 6 days of the week, while flights were maintained to KIN as well. At some point in the winter of 1998, a 737-200 of short-lived Long Beach(LGB)-based start up WinAir was wet-leased to Cayman Airways and used to cover scheduled flights, but these were not listed in the September 1998 schedule used for these flightplans. A 3rd 737-200 would be added soon after, and the airline introduced a new all-white livery, removing the stripes on the fuselage with other minor changes. 3 737-300s replaced the aging 737-200 fleet by the 2000s. In 2018, the first of 4 737MAX8s arrived replacing the first 737-300, serving along side several smaller aircraft like the Saab 340. However, the 1.5 year grounding of the 737MAX jets after 2 fatal accidents caused by a design flaw lead to a long delivery delay, and the 737-300s retirement was extended into 2021 to allow the introduction of the other 3 737MAX8s. The airline has already started its longest route ever with the new type to Denver(DEN), about a 5 hour flight, and hopes to expand to the US and Canadian West Coasts when travel recovers. Repaints for the 737-200s by @bensplanes here: drive.google.com/file/d/14a-u86yjCQCxmJM2w3t4E3SZ4-DtmkHN/view737-200: Download Cayman Airways 1998 Flightplans Here
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Post by chasensfo on Dec 8, 2020 19:04:12 GMT -5
\\Air Aruba 1998 Air Aruba (1988-2000) IATA: FQ ICAO: ARU CALLSIGN: ARUBA Air Aruba was the national airline of Aruba(AUA), a small island in the Southern Caribbean near Venezuela. Like much of the Lesser Antilles, Aruba was colonized by the Dutch and remains in close ties with it's parent country to this day. Air Aruba started out as a ground handling company in AUA providing services for the majority of carriers flying in, founded in 1986. In 1988, Air Holland and KLM assisted Air Aruba in launching scheduled flights with a YS-11A turboprop across the Dutch Antilles and to Caracas, Venezuela(CCS) and the airline was born. Over the next decade, Air Aruba experimented with an ever evolving wide range of aircraft and destinations. Many popular ports in the Caribbean, Venezuela, and Columbia were served at one point or another, as well as a few cities in Northern Brazil and various points in the USA including Miami(MIA), Tampa(TPA), Baltimore(BWI), Newark(EWR), Houston(IAH), and Orlando(MCO). These flights were served with various aircraft, of which only 1 to 3 examples were ever operated of most types, including the EMB-120, 737-300, 727-200, DC-9-30, MD-83, and MD-88. In the early 1990s, Air Holland seasonally leased 2 different 757-200s to Air Aruba, while 3 767-200s were leased from Britannia, Aer Lingus(who owned but never operated the type), and Air New Zealand for flights to Amsterdam(AMS) and Cologne(CGN). Most of these aircraft wore the full Air Aruba livery, however, they were only in the fleet for a few months at a time all European flights were halted by the end of 1992. The airlines erratic fleet and route additions as well as intense competition from ALM began to take a toll on the carrier, and by the late 1990s, the airline was in trouble. 2 brand new MD-90s joined the fleet in late 1998, operating alongside 2 MD-88s and a DC-9-32 for a total of 5 airplanes. The various destinations the airline had served in Venezuela were all dropped, as were all services in South America and the Caribbean except for MDE, BOG, CUR, and BON and only flights to MIA, TPA, and EWR remained in the United States. EWR and MIA both had daily service, but all other routes were operated several times weekly, with the DC-9-32 only being used on the carriers 4 weekly flights to TPA and otherwise not flying. In December 1998, the government of Aruba sold a majority share of the carrier to Venezuelan carrier Aserca Airlines. The following year, flights were re-added to BWI while flights to Philadelphia(PHL) were launched briefly. A codeshare was worked out with Continental and KLM, who both served AUA, and agreements were formed with ALM for connections as well. Despite the efforts of Aserca, the carrier failed to show any signs of turning a profit in the future, and the decision was made to suspend all operations and file for bankruptcy on 23OCT00. The DC-9-32 repaint is still needed, while repaints for the AIA MD-90 and MD-88 by cgold may be found here: drive.google.com/file/d/10MGaHuNy8NQlCmUBJn1QriRV301l6WYK/view?usp=sharingMD-88\90: DC-9-32: Download Air Aruba 1998 Flightplans Here
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Post by chasensfo on Dec 9, 2020 8:15:01 GMT -5
\\Guyana Airways 1998 Guyana Airways (1939-2001;2001-2003) IATA: GY ICAO: GYA CALLSIGN: GUYAIR Guyana Airways was the national airline of Guyana, tropical nation with a very small economy located in Northern South America just outside of the Caribbean formerly colonized by the British, based in Georgetown(GEO). The airline was first founded as British Guiana Airways, a private company, utilizing Flying Boats to connect GEO and other points in the nation with neighboring countries as there was no airport infrastructure at the time. This remained the case until the mid 1950s when surfaces at GEO were paved, with the privative flying Boats being replaced by Grumman Goose examples at some point in the early 1940s. In 1963, the carrier was purchased by the ruling British Colonial Government and renamed Guyana Airways, with BWIA helping to manage the carriers affairs. DC-3s and DC-6s were added to the fleet as the first land-based aircraft, and routes were expanded into the Greater Antilles, or the Northern Caribbean Sea. In 1966, Guyana declared it's independence from Great Britain, and while it still primarily would operate Western types with Lockheed Electras and HS748s replacing the DC-3s and DC-6s, Guyana Airways became one of the only carriers in the region to operate Russian and Ukrainian airliners in the decades to follow, flying both the Tu-154M, Tu-154B-2 (these were wet-leased from TAROM), and the IL-62. These aircraft were primarily used for longer sectors to the United States, serving Miami(MIA) and New York(JFK). Various types of Boeing 707s were also used on these routes, while 737-200s also made it to the United States at one point. Guyana Airways leased most of the aircraft in it's fleet, and as such, many types like the A300 ended up being operated for very short periods of time, and most types were only operated with 1-3 examples in the fleet at any given time. By the late 1970s, Shorts Skyvans and DHC-6 Twin Otters were used extensively on domestic services, with most airports in the nation in poor condition to this very day, many of them either grass strips or unkempt airstrips in poor condition, and those planes remained active in the fleet in that role for the rest of it's history. Famously, it was Guyana Airways which provided transport to an airstrip near the "Peoples Temple Agricultural Project", better known as Jonestown, with DHC-6 Twin Otters. A well known mass shooting took place at this airstrip prior to the mass suicides while US Senator Leo Ryan and his entourage were attacked after vowing to have the cult shut down, killing most of those with the Senator though politician Jackie Speier survived the ordeal. Domestic flights were only loosely scheduled and largely ad-hoc and basically group charters, with schedules not printed in the OAG nor could I find an evidence of them printed elsewhere. In the mid 1990s, a 757-200 was acquired from Air Transat and used both on services to the United States as well as short-lived flights to Toronto(YYZ). By 1998, the carrier had been struggling for some time, and the only scheduled routes left were to JFK, both nonstop and via Trinidad(POS), and the lone 757-200 was the only aircraft left on the schedule. The 757 spends about 2 days on the ground in GEO, but has a unique schedule most days of the week meaning you'll see it at various times at JFK ranging from early morning to the middle of the night. On Saturdays, BWIA routed an L-1011-500 between JFK and GEO with a Guyana Airways flight number, but as the rest of the time this aircraft operated only for BWIA and was in their full colors, it will be included with the BWIA flightplans. As the vast majority of airfields served by the domestic fleet are either not recognized by flightplanning software at all or are not AI capable, I have decided to exclude the small fleet of 2 DHC-6s and 2 Shorts Skyvans until ADEX files are eventually made, at which time I will create representative plans. You may use the 1983 DHC-6 flightplans by Brian if you wish, as they will do just fine representing that fleet for its whole history. As such, only the scheduled 757 flights are included. Guyana Airways would shut down entirely in 2001, but it's assets were reorganized into a new carrier called Guyana Air 2000, with types such as the A300 and 737 added to the fleet and the route network expanded. This short lived reincarnation failed by 2003, and the nation has not had a proper airline since. I seem to recall seeing someone had painted the AIG 757-200 in the Guyana Airways livery, but I am not 100% sure and was not able to find it, so the repaint is most likely needed. Please comment if you know where to find it! 757-200: Download Guyana Airways 1998 Flightplans Here
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Post by bensplanes on Dec 10, 2020 9:11:30 GMT -5
Hello! First of all, great work on the flightplans. I'd like to paint the Cayman jets for your plans, but I'm having trouble finding the correct references. I see different variations for the 732s in pictures, and for the assigned aircraft in the flightplans. If you could point me in the direction of the correct references that would be great.
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Post by chasensfo on Dec 10, 2020 14:06:47 GMT -5
Hello! First of all, great work on the flightplans. I'd like to paint the Cayman jets for your plans, but I'm having trouble finding the correct references. I see different variations for the 732s in pictures, and for the assigned aircraft in the flightplans. If you could point me in the direction of the correct references that would be great. Sure, thank you! Old colors (standard livery from 1995-1999)New colors (short lived experimental livery, was only the standard livery from 1999-2001)Prior to 1995, Cayman's 737s wore a blue belly. From 2001 onwards, Cayman repainted the planes in a livery very similar to the 1995-1999 livery, but with thinner stripes that had slightly different darker colors. Unlike most tiny airlines, they actually have changed liveries many times.
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Post by bensplanes on Dec 10, 2020 14:18:42 GMT -5
Very helpful- thank you!
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Post by chasensfo on Dec 10, 2020 22:09:32 GMT -5
There are updates to flightplans and/or repaint links for Singapore Airlines, Air Hong Kong, Cathay Pacific, Dragonair, Luxair, Flightline, Air Afrique, and Pacific Wings on previous pages. //Aerolineas Santo Domingo 1998 Aerolineas Santo Domingo (1996-2005) IATA: EX ICAO: SDO CALLSIGN: AERO DOMINGO Aerolineas Santo Domingo(also trading as Air Santo Domingo) was a Dominican regional airline, based in Santo Domingo's secondary Hex Airport(HEX). The airline was founded in 1996 with a fleet of Let410UVP turboprops flying domestic services between larger cities in the country and connecting them with smaller airports not served by any other scheduled IATA air carrier. By 1998, international 3x weekly flights to Haiti(PAP) had launched from HEX, and with the exception of this route, all other flights were daily. Some of the smaller airports with 1 daily flight have an aircraft waiting around all day before departing back to the hubs, which makes me suspect these flights were operated with tour packages taking passengers back after a full day of activities in cities with less infrastructure for tourists to remain over night. Best I can tell, all 5 of the Let410s wore the same livery, though there are very few pictures of these aircraft in the 1990s online. In 2001, services were expanded with B1900Ds and larger Shorts SD3-60 turboprops, and a new livery was introduced, though never applied to the Let410s. Service was expanded to a second international city, San Juan(SJU), that same year, and in 2003, a 727-200 and 757-200 operated by US charter carrier Trans Meridian Airlines were given "Air Santo Domingo" decals and used on services to the United States serving New York(JFK) and Miami(MIA). This expansion was a fatal mistake for the carrier which was enjoying steady growth up until that point, and by 2005, the carrier shut down. The 727 which had operated on their behalf, N906PG, was retired to Marana (MZJ) still wearing the Air Santo Domingo colors until it was eventually scrapped in 2006. Repaint needed on the UTT model, but it exists for an old FS2002 model that probably doesn't work in P3Dv4\5, on Avsim as "l410.zip". Let410UVP: Download Aerolineas Santo Domingo 1998 Flightplans Here
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Post by chasensfo on Dec 10, 2020 22:28:00 GMT -5
\\APA International Air 1998 APA International Air (1980-1999) IATA: 7P ICAO: APY CALLSIGN: APA INTERNATIONAL APA International Air was a Dominican carrier that primarily connected it's Santo Domingo(SDQ) hub with points in the USA, such as New York(JFK) and Miami(MIA), one of several short-lived Dominican passenger start-ups in the 1990s. The carrier was founded in 1980, and until 1994, it operated as a cargo airline flying DC-6s. In 1994, as the national carrier Dominicana de Avacion was failing and would ultimately be grounded in 1995, the carrier wet-leased an L-1011 from Faucett Peru and began scheduled passenger flights to MIA and JFK with the aircraft retaining the bold Faucett livery but with APA International titles. By 1995, 2 A300B4s had been leased to the fleet to replace the L-1011 in 1996, with the aircraft painted in the same Faucett Hybrid livery, with one having red outlines on the livery instead of the standard blue. However, at some point in 1996, the A300s were replaced with 727-200s operated by US charter carrier AV Atlantic, who flew aircraft with APA International decals and logos before the services ended in 1997 when AV Atlantic failed. At that point, one of the A300s was re-activated by 1998 and re-started flights with SDQ-MIA and SDQ-POP-MIA-SDQ routes. Special Christmas decals were applied to the A300B4, but it's reactivation would be short lived, as the carrier failed in early 1999. The TFS A300B repaint by Jonathan Alba and Henrique Martins may be found here: drive.google.com/drive/folders/1wg2XYiJnJiZM8CtTTjYs3pVb5X9vPCr7?usp=sharingA300B4: Download APA International Air 1998 Flightplans Here
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Post by chasensfo on Dec 10, 2020 22:49:14 GMT -5
//Air Atlantic Dominicana 1998 Air Atlantic Dominicana (1996-1998) IATA: LU ICAO: ADC CALLSIGN: ATLANTIC DOMINICANA Air Atlantic Dominicana was a short-lived Dominican start-up airline, based in Santo Domingo(SDQ), that attempted to capture some of the traffic left behind by the failed national carrier Dominicana de Aviacion in the mid 1990s. All flights by the airline were operated by other carriers, initially Falcon Air Express from 1996-1998, though these aircraft did not wear any markings of Air Atlantic Dominicana. Flights connected SDQ and Puerto Plata(POP) with Miami(MIA) and New York(JFK). In 1998, the decision was made to end the contract with Falcon Air Express in favor of wet-leasing 2 727-200s from Mexican leisure carrier Allegro Air, who applied Air Atlantic Dominicana titles and logos to both aircraft, one of which wore a hybrid Mexicana nosecone. The move towards more independence and a dedicated fleet was a costly one, and the airline failed in November of 1998 with both aircraft returned to Mexico City(MEX) to be re-configured back into the Allegro Air fleet, making them a rare sight having only flown for a few months in these markings. AIA 727-200 by piper and Jonathan Alba here: drive.google.com/drive/folders/1WIA2uxeOQ_9EiL-zEl5Fj8yQvoRFXE0_?usp=sharing727-200: Download Air Atlantic Dominicana 1998 Flightplans Here
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Post by chasensfo on Dec 26, 2020 7:41:33 GMT -5
***Version 2 sees that all domestic flights use the registration as the callsign instead of the flight number, while all international flights use the flight number, as was the case in real life in Australia in the 1990s (thank you xm02a for the info). The plans are also now tailored to Michael Pearson's Qantas paints. Raphael Rodrigues will complete the special 747s sometime this year, they are a ton of work in HD.*** \\QANTAS 1998 v2 QANTAS (1921 - Present) IATA: QF ICAO: QFA CALLSIGN: QANTAS (domestic flights use aircraft registration) //Also use "QFAX" for the following if you wish: QANTAS operated by Eastern Australia Airlines (1992 - Present) IATA: NONE LISTED ICAO: EAQ CALLSIGN: NONE LISTED (use "Q-LINK" for now) QANTAS operated by Airlink (1991 - Present) IATA: NONE LISTED ICAO: NJS (later changed to QLK) CALLSIGN: NONE (Aircraft Registration) QANTAS operated by Sunstate Airlines (1992 - Present) IATA: NONE LISTED ICAO: SSQ CALLSIGN: NONE (Aircraft Registration) QANTAS operated by Southern Australia Airlines (1992-2002) IATA: NONE LISTED ICAO: NONE LISTED CALLSIGN: NONE (Aircraft Registration) QANTAS, an acronym for Queensland and Northern Territories Aerial Services, is the national airline of Australia, based in Sydney(SYD), and is one of the world's oldest and safest air carriers, having never lost a passenger in it's 80 year history. QANTAS was founded in 1920 and commenced operations in 1921, and was initially based in Brisbane(BNE). The airline first flew Avro 504Ks, but by the 1930s, added both flying boats and land based aircraft as part of a joint venture with Imperial Airways of the UK(a predecessor of British Airways). Over the course of WWII, the fleet was used by the Royal Australian Air Force and all commercial operations ceased for several years. By the end of the war, half the fleet had been destroyed, operations had resumed with Short Empire Flying Boats by 1943 with flights as far as Perth(PER) and Sri Lanka(CMB), and the following year service was added all the way to Karachi(KHI) on a connection service onward to London operated by BOAC. Routes expanded across the globe from then on with modern aircraft like the Lockheed Constellation being added, and in 1959, QANTAS became a very early operator of the 707, accepting the 707-138 and using it on multi-stop flights across the world. QANTAS focused on long haul routes and it's domestic network was limited mostly to trunk routes or those cities serviced as a stop on an international journey. 747s were added in the early 1970s, and several routes were soon shortened by a few stops on flights extending to far points like London(LHR) and Los Angeles(LHR). QANTAS was very involved in the creation of the 747SP, who's long range gave the carrier the ability to service points like LAX and San Francisco(SFO) nonstop, an amazing feat at the time. As the years went by, QANTAS continued to allow the other carriers like Ansett Australia and Trans Australia Airlines(TAA, and later shortened to "Australia Airlines") to fight over the domestic routes and just focused on it's growing global network. In 1985, Qantas switched to the first version of the current white and red livery with no cheatlines, and in 1986, "The Spirit of Australia" titles were added(some fleet types did not get the new titles until 1988). Australia deregulated it's aviation industry in 1990, allowing for new entrants and routes. In 1991, QANTAS signed commuter airline Airlink to a deal to provide connecting services on their behalf to domestic points, primarily from BNE. In 1992, QANTAS acquired domestic carrier Australian Airlines and in doing so, the carrier received various new types like the Airbus A300 and Boeing 737 along with 3 commuter carriers that had been flying for Australian Airlines (Southern Australia Airlines, Eastern Australia Airlines, and Sunstate Airlines). As these carriers did not operate any independent flights at the time, all flights used QANTAS flight numbers and the commuter carriers did not have their own IATA codes. In 1994, Qantas changed the fuselage titles to "The Australian Airline", and the following year in 1995, the airline added 75th anniversary badges to all aircraft for the year before being removed in 1996. Until the 2000s, domestic flights in Australia used the aircraft registration as the callsign, so only international flights use flight numbers as callsigns in these plans. So for example, an LAX-SYD-MEL will use the "QANTAS 123" callsign on the LAX-SYD leg, then "VH-OEB" on the SYD-MEL leg. QANTAS expanded to add a large fleet of 747-400s and 767-300ERs during the 1990s, along with other types such as the 747-300 and 767-200ER, and flights expanded to most corners of the globe, including an expansive Asian network. By 1998, QANTAS still operated flights to most long haul destinations via multiple stops enroute, and some routes still had as many as 5 stops. Most aircraft wore the standard livery, but 1 747-400 and 1 747-300 were painted into well-known Aboriginal art-inspired flamboyant liveries. The regional fleet was mostly made up of DHC-8 turboprops and BAe 146 jets, but other types included the DHC-6, Shorts SD3-60, and even the Cessna 404 Titan. At the time, the global network even reached Zimbabwe, with 747-300 flights to Harare(HRE) as part of the service to South Africa(JNB). Most flights are operated 1-3 times weekly, so each day will look very different as far as the flight times and aircraft types go to the various QANTAS destinations. QANTAS would go on to add several 747-400ERs, capable of longer range with better payloads, powered by GE engines, and to become part of the Oneworld Alliance in 1999 (at which time the "The Australian Airline" titles were dropped in favor of reverting back to the "The Spirit of Australia" titles). The failure of rival Ansett Australia in the early 2000s allowed the carrier to quickly gobble up market share domestically while adding frequencies to places like HKG and KIX where Ansett had once competed with QANTAS. QANTAS would consolidate Eastern Australia Airlines and Southern Australia Airlines into it's original commuter carrier Airlink, and re-named the conglomerate "Qantas Link". QANTAS is one of the few remaining A380 operators today, though the aircraft are grounded due to the pandemic at the time of this posting, and has replaced it's large 747 fleet with modern Boeing 787s. Flightplans and Routemaps by eth72s. Raphael Rodrigues has the 747 special liveries on FAIB models in progress. All other repaints are completed except for the Southern Australia DHC-8\Cessna 404 and the Sunstate Airlines Jetstream and DHC-6. FAIB 747-400 by Ranmori Scythe: drive.google.com/drive/folders/1MO4H5zxMRx2bUmrlvLFaBdnyRiw-FsT-?usp=sharingFAIB 747-400 fleet by Michael Pearson (except Wanula Dreaming): library.avsim.net/search.php?SearchTerm=faib_747-400_qfa.zip&CatID=root&Go=SearchAIA 747-400 Wanula Dreaming\AIA 747-300 Nalanji Dreaming by Marc H: www.juergenbaumbusch.de/Files/90s_Repaints_MarcH.zipFAIB 747-300 by Ranmori Scythe(includes bonus JAL alliance hybrid): drive.google.com/drive/folders/1d1aoVYtBKoi5vR7U5KasHfsl9oKnQMxo?usp=sharingFAIB 747-300 fleet by Michael Pearson (except Nalanji Dreaming): library.avsim.net/search.php?SearchTerm=faib_747-300_qfa.zip&CatID=root&Go=SearchFAIB 747-200 by Ranmori Scythe(includes bonus PW version): drive.google.com/drive/folders/1dZSBvPf5Fo9YhS1ORCdaXWTioOUgaFwj?usp=sharingFAIB 747-200 fleet by Michael Pearson: library.avsim.net/search.php?SearchTerm=faib_747-200_qfa.zip&CatID=root&Go=SearchFAIB 747SP by Ranmori Scythe (includes bonus Australia Asia livery): drive.google.com/drive/folders/1eKqaIEnZlnZ-zsrSr9fZLYW_THLoS6Xg?usp=sharingFAIB 747SP fleet by Michael Pearson: library.avsim.net/search.php?SearchTerm=faib_747sp-38_qfa.zip&CatID=root&Go=SearchFAIB 767-300: library.avsim.net/search.php?SearchTerm=faib_767-300_qfa.zip&CatID=root&Go=SearchFAIB 767-200: library.avsim.net/search.php?SearchTerm=faib_767-200_qfa.zip&CatID=root&Go=SearchFAIB 747\767 updates for Michael Person's textures (overwrite all included textures before installing): (Update 1) library.avsim.net/search.php?SearchTerm=faib_747_qfa_update.zip&CatID=root&Go=Search, (Update 2\Expansion - overwrite all update 1 paints included in this update, also includes some missing textures) library.avsim.net/search.php?SearchTerm=faib_qfa_expansion_%26_update.zip&CatID=root&Go=SearchTFS A300B: library.avsim.net/search.php?SearchTerm=tfs_a30b_qfa.zip&CatID=root&Go=SearchFAIB 737-400: library.avsim.net/search.php?SearchTerm=faib_737-400_qfa.zip&CatID=root&Go=SearchFAIB 737-300: library.avsim.net/search.php?SearchTerm=faib_737-300_qfa.zip&CatID=root&Go=SearchTFS A300B\DHC-8-100\200, AIA 767-300, AIM 767-200, FAIB 737-400\300, FMAI BAe 146-100\200\300, HTAI Shorts SD3-60 (all FS2004 native): library.avsim.net/search.php?SearchTerm=qantas_fleet_90s.zip&CatID=root&Go=Searc747-400: 747-300: 747-200B\BM: 747SP: 767-300ER: 767-200ER: A300B: 737-300\400: BAe 146-100\200\300 operated by Airlink\Southern Australia Airlines: DHC-8-100\200 operated by Southern Australia Airlines\Eastern Australia Airlines\Sunstate Airlines: Shorts SD3-60 operated by Sunstate Airlines: Jetstream 31 operated by Eastern Australia Airlines: DHC-6 operated by Sunstate Airlines: Cessna 404 Titan operated by Southern Australia Airlines: Download QANTAS 1998 v2 flightplans Here
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Post by chasensfo on Dec 27, 2020 9:15:19 GMT -5
\\Braathens SAFE 1998 Braathens SAFE (1947-2004) IATA: BU ICAO: BRA CALLSIGN BRAATHENS Braathens SAFE operated by Transavia (1998-1999) IATA: BU ICAO: BRA CALLSIGN: BRAATHENS Braathens SAFE operated by Norwegian Air Shuttle (1998-2004) IATA: BU (didn't have independent IATA at the time) ICAO: NAX CALLSIGN: NOR SHUTLE Braathens SAFE(which stands for the airline's full original name, "Braathens South American & Far East Airtransport") was a Norwegian airline based in Oslo(OSL\FBU) who had a high frequency domestic and regional network for many decades. The airline was founded in 1946 and started operations in 1947, ironically first based at Oslo's Gardermoen Airport(OSL), where the carrier would relocate to again about 50 years later, and then moved to the Fornebu Airport(FBU) in 1948. The carrier first flew charters, both on regional routes through the challenging artic winters and, as the name suggests, to South American, African and Asian destinations using venerable DC-3s and DC-4s. Despite it's start as a global carrier, the airline would quickly shift to regional routes by the jet age. Fokker 27s started to join the fleet for these routes in 1958 and the long haul DC-4s were phased out. By 1969, the airline was flying Fokker 28 and 737-200 jets. Many airports opened in Norway in the first 3 decades of Braathen's history, and the carrier was often the first airline to serve these new airfields. The carrier expanded to be an arch rival to Denmark's flag carrier SAS, who had a huge presence in the region and also had a large hub in FBU, but would not add long haul aircraft to the fleet again until a pair of 767-200s joined the fleet in 1984. However, Braathens was not permitted by the regulatory authorities at the time to preform long haul international flights, or any scheduled international flights period, so the aircraft mostly flew charters around Western Europe to the likes of London(LGW), Palma(PMI), Salzburg(SZG) and other leisure destinations. In 1986, both of these aircraft were phased out along with the Fokker 28s, making Braathens an all 737 carrier. 737-400s joined the fleet in 1989, and service was expanded with an international route to Denmark(BLL). In 1990, 737-500s began to join the fleet and services was expanded to England(NCL\STN) and Sweden (MMX). The carrier began introducing colorful special liveries, most notebly an annual "Sommerflyet" livery introduced each summer for a few years and a few others supporting Norway's 1996 and 1998 Olypmic teams, and the 737-200s were phased out. By 1998, just 2 737-200s remained in the fleet, with both leased out to operators in the USA, and most flights were operated by a large number of 737-500s. The carrier had just acquired Stockholm(ARN)-based Transwede of Sweden, who was once a decently-sized carrier but was only operating a 737-300 and some Fokker 100s at the time, and the aircraft were still operating out of ARN which had become a new hub. With the merger, Braathens introduced a sharp new livery in 1998 featuring silver and dark blue, and it was applied to a handful of 737-400s, 737-500s, and Fokker 100s. A few Fokker 100s and the 737-300 were still flying in Transwede colors at the time with "Braathens" titles. A second 737-300 was also being leased from Transavia by Transwede at the time of the merger and was providing charter flights to Spain, Portugal, and Greece in basic Transavia colors but with just webtitles and no other markings. In addition to these aircraft, Braathens had just taken delivery of it's first few 737-700s and had Norwegian Air Shuttle operating Fokker 50 commuter flights on their behalf from Bergen(BGO). 4 737-700s were added to the fleet by the end of 1998, but I converted 2 extra 737-400\500s to the other 2 737-700s which joined the fleet in 1999. You may remove these if you wish. The Norwegian Air Shuttle Fokker 50's were actually the entire operation of the then-tiny carrier, with it relying entirely on Braathens for ticket sales and business. As such, these flightplans complete both Trasnwede and Norwegian Air Shuttle. The Braathens fleet still did fly charters, especially on weekends when many aircraft were barely scheduled to fly allowing for many trips to PMI and other destinations from various airports. I have included many of these charters all based on actual routes flown. Due to an issue with AIFP, where the old FBU airport won't work properly for charter flights regardless of attempts to add it to the airport database, there are no charters for any aircraft which visit FBU during the week at this time. I will go back and add these charters with an update in the future. Braathens ran into big labor issues in 1998, and when the FBU airport closed down in October of that year with all operations moving to OSL, Braathens fleet was grounded due to an employee strike with all flights cancelled! The only movement of a Braathens plane on the last day of their historic FBU hub was a FBU-OSL empty 737-400 on a repositioning flight, which came back around for a low spectacular fly by after taking off. The airline still did not serve much of Europe and focused on high frequencies on busy routes rather than having many destinations. The solution was a codeshare with KLM, allowing passengers to connect across the globe from AMS. By the end of 1998, the airline also acquired Swedish regional carrier Malmo Aviation, a BAe 146 operator. After the move to OSL at the end of the year, airlines were permitted to add dozens of new flights thanks to a much higher capacity at the new airport. While this did allow for Braathens to expand very quickly in 1999 and 2000, competing LCC Color Air and rival SAS also very rapidly added flights and many profitable routes became saturated. Braathens added many regional routes with it's Fokker 100 and BAe 146 fleet which it rebranded as "Braathens Malmo Aviation". KLM had acquired a large stake in Braathens by 2001, when the airline started to shed routes and look for economic help. SAS bought the shares from KLM and other investors in Braathens, and ended up with a 61% stake in the airline. SAS and Braathens split up routes from OSL, with Braathens keeping many of it's Northern routes but losing several busy trunk routes, but troubles continued for the carrier. SAS began to acquire various assets of the airline over the next few years before finally acquiring the whole airline in 2004 and rebranding it as a subsidiary called SAS Braathens. That subsidiary continued flying until 2007 when SAS rebranded the carrier again as SAS Norge and re-absorbed all operations. There is a nice freeware scenery for P3Dv4+ on Avsim of FBU\ENFB. I have 2 ADEX files in progress, one for the 80s thru 90s and another for 1998 and the final years which will be released soon and bring this airport back to life. Flightplans by Vireak Ball, charters by myself. All repaints other than the Transavia hybrid are completed: FAIB 737-700 (plus other paints): sites.google.com/view/joakimsfs/ai-retro-repaints/braathens?fbclid=IwAR0oCawgjSLuLtQjMPgraFqkPC1uVM8wnb1JUIB-JKK62F9KLtqOOpdnlq0FAIB 737-500: library.avsim.net/search.php?SearchTerm=faib_737-500_bra.zip&CatID=root&Go=SearchFAIB 737-400: library.avsim.net/search.php?SearchTerm=faib_737-400_bra.zip&CatID=root&Go=SearchFAIB 737-300 Transwede Hybrid: library.avsim.net/search.php?SearchTerm=faib_737-300_bra.zip&CatID=root&Go=SearchFAIB 737-300 Transavia(use until hybrid is available): library.avsim.net/search.php?SearchTerm=faib_737-300_tra.zip&CatID=root&Go=SearchAIA Fokker 100: library.avsim.net/search.php?SearchTerm=fmai_f100_bra.zip&CatID=root&Go=SearchNAAI Fokker 50 Norwegian Air Shuttle: sites.google.com/view/joakimsfs/ai-retro-repaints/norwegian-air-shuttle?authuser=0737-700: 737-500: 737-400: Fokker 100: Fokker 50 operated by Norwegian Air Shuttle: 737-300\Fokker 100 Charters: 737-400\500\700 Charters: Download Braathens SAFE 1998 Flightplans Here
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Post by chasensfo on Jan 4, 2021 19:42:49 GMT -5
I have updated several airlines with aircraft listed from largest to smallest for better parking at the hubs to avoid potential issues of larger planes not being gated as their gate was "stolen" by smaller aircraft. I will eventually be doing this for all the carriers large enough to possibly run into these issues at their hub airports, but not for carriers where I do not anticipate any issues with parking. In addition, repaint links and other changes have been made to a few carriers. Here are links to this round of updated carriers so that you do not have to dig for them: Aer Lingus (aircraft order): drive.google.com/drive/u/1/folders/1BK3lO15CIW9AH3Bi-ja4GGR1PA6lRgfQAir France (aircraft order as well as other updates): drive.google.com/drive/u/1/folders/1t0U0trqTqs61QDX-LB-5QguCdYo14cayAllegiant Air (DC-9-51+LGB flights added ahead of DC-9-51 repaint release): drive.google.com/drive/u/1/folders/17p-5zIjEs7O7WZumyZMMoIUyIGVr_GxlAlitalia (aircraft order as well as other updates including a new variation w\repaint): drive.google.com/drive/u/1/folders/118YJ6zMOIk66VlujL51Zpq549O0nkf9kANA (aircraft order): drive.google.com/drive/u/1/folders/185iLJuyFPgb5UXdVyS65O8txY1dXeDT8AOM (aircraft order): drive.google.com/drive/u/1/folders/1hn_Z2jan6AfnFObE3N1srcTncvnoL9VwAsiana (aircraft order): drive.google.com/drive/u/1/folders/1I1LzKwvxj1BS_cAqcwxdwwH5jHQcWE_JBritish Airways (aircraft order): drive.google.com/drive/u/1/folders/1TRLTJvhCOGqSuDrLbk7eWF6WJ5P0rGnvCityJet Ireland (repaints completed, links in "Read Me"): drive.google.com/drive/u/1/folders/1rSxVatHtbMh3s1Nqd_hbQoJnriDtf6VIAlso, here are my sloppy modifications of several cargo airlines taking early 2000s plans(many of them by Ricky Tam), and sometimes late 80s plans, and morphing them together for a rough representation of 1998 with the proper fleet as temporary plans until we have a cargo OAG\schedule one day. Most of these airline do serve Kai Tak(VHHX). As I did not do much to these but change the airports, some routings, and use the proper aircraft, I am just posting them here together to save time though they are also updated individually in this thread, no route maps or anything: Air China Cargo 1998 (representative) IATA: CA ICAO: CAO (CCAC also used in some ADEXs) CALLSIGN: AIRCHINA FREIGHT Small fleet of 747-200s at the time. FAIB 747-200F: library.avsim.net/search.php?SearchTerm=faib_747-200_cca_cargo.zip&CatID=root&Go=SearchDownload Air China Cargo 1998 (representative) flightplans here: drive.google.com/drive/u/1/folders/1kYv8P9_A9U0UlIg5ogcWKEDWNH21G5DD//Air France Cargo 1998 (representative) IATA: AF ICAO: AFRC CALLSIGN: AIRFRANS Had several 747-200s mostly flying to North America and South America, one was in Air France Asie colors to formerly serve RCTP, though I found no evidence of them operating into Taipei past 1996 or so. The Asie 747 flew for several years past the end of TPE service. FAIB 747-200F: library.avsim.net/search.php?SearchTerm=faib_747-200_afr_cargo.zip&CatID=root&Go=Search FAIB 747-200F Asie: library.avsim.net/search.php?SearchTerm=faib_747-200_afr_cargo_asie.zip&CatID=root&Go=Search Download Air France Cargo 1998 (representative) flightplans here: drive.google.com/drive/u/1/folders/1ubFcdG5wfFIuVTD_yy8u6Qa8fjli4rzd//Alitalia Cargo 1998 (representative) IATA: AZ ICAO: AZAC CALLSIGN: ALITALIA In 1998, Alitalia cargo was flying a handful of 747-200s. 2 of them leased from Atlas were in a special white livery. FAIB 747-200F: library.avsim.net/search.php?SearchTerm=faib_747-200_aza_cargo.zip&CatID=root&Go=SearchDownload Alitalia Cargo 1998 (representative) flightplans here: drive.google.com/drive/u/1/folders/1n6XZGUbe-GfLfEJW17K0V6kIdK9-DQkT//China Eastern Cargo 1998 (representative) IATA: MU ICAO: CESC CALLSIGN: CARGO KING In 1998, China Eastern Cargo had just been founded with ex-China Eastern passenger MD-11s converted for freight. Based off early 2000s plans. FSPX MD-11 by Ranmori Scythe: drive.google.com/drive/folders/1rDZjKHaASTxegBSrR40NYNmt2Nw7P2zU?usp=sharing Download China Eastern Cargo 1998 (representative) flightplans here: drive.google.com/drive/u/1/folders/1qxGqAwjVmZW3Y9MYcsCHX7VQsID24R5L///EVA Air Cargo 1998 (representative) IATA: BR ICAO: EVAC CALLSIGN: EVA EVA cargo had 8 MD-11Fs in 1998, with a few of them being pax conversions. EVA kept the freighters busy, not much downtime in the system so you won't see them on the ground outside of TPE for long. The network stretches to the US(ANC/ORD/LAX), India, and Europe as well as serving Macau(MFM) and Manila(MNL). FSPX MD-11F by Ranmori Scythe: drive.google.com/drive/u/1/folders/1v7k9yeeJyBWm07RkXZoxUSelzwHtAMryDownload /EVA Air Cargo 1998 (representative) Flightplans here: drive.google.com/open?id=1KUC4JVqR31ZGzzs2OaFOyBfAoahzPKb_//Cargolux 1998 (representative) IATA: CV ICAO: CLX CALLSIGN: CARGOLUX Cargolux was right in the middle of replacing the 747-200s with 747-400s in 1998, and there is a good mix of them in these plans adapted from the 2000s. FAIB 747-200F: library.avsim.net/search.php?SearchTerm=faib_747-200_clx.zip&CatID=root&Go=SearchFAIB 747-400F by Ranmori Scythe: drive.google.com/drive/folders/1KxjoD1RkoOHBCaRM2we2hrUtih8k5FDl?usp=sharingDownload Cargolux 1998 (representative) flightplans here: drive.google.com/drive/u/1/folders/1tCM2PkJ1Rm-Nyo6qrzqGILs4RqH9s1YG//Polar Air Cargo 1998 (representative) IATA: PO ICAO: PAC CALLSIGN: POLAR TIGER Polar Air Cargo at the time was the remains of the Flying Tigers operation, in the sense that they were flying the ex-Tiger 747-100s on South American and Asian routes with "Tiger" in the callsign. No 747-400s yet, all 747-100s, and served AMS via Prestwick! Backdated to 1998 from early 2000s plans. FAIB 747-100F: library.avsim.net/search.php?SearchTerm=faib_747-100_pac.zip&CatID=root&Go=Search FAIB 747-200F: library.avsim.net/search.php?SearchTerm=faib_747-200_pac.zip&CatID=root&Go=Search Download Polar Air Cargo 1998 (representative) flightplans here: drive.google.com/drive/u/1/folders/1p8FyMT95KiXgrByAe8gO4wylsg_QQFq5//Singapore Airlines Cargo 1998 (representative) IATA: SQ ICAO: SQC (you may also use SIAC) "SINCARGO" Singapore Airlines Cargo was already operating with an all 747-400 fleet in 1998, having retired the last 747-200 in 1997 if any of you wish to modify the plans to include it. These plans are based off early 2000s plans that did not include Hong Kong, so I modified a flightplan that called for a 5 day sit in FRA to add an FRA-HKG-SIN (2 day sit) SIN-HKG-FRA route. FAIB 747-400F: library.avsim.net/search.php?SearchTerm=faib_747-400f_sqc.zip&CatID=root&Go=Search Download Singapore Airlines Cargo 1998 (representative) flightplans here: drive.google.com/drive/u/1/folders/1sx5E4hLyxIyG0Szw4AckKyju9YPkGPCMThat is it for now, more to follow later.
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Post by chasensfo on Jan 5, 2021 6:21:14 GMT -5
\\BWIA International Airways 1998 BWIA International Airways (1940-2006) IATA: BW ICAO: BWA CALLSIGN: WEST INDIES BWIA, an acronym for "British West Indies Airways", was one of the first and longest surviving carriers in the Caribbean. While officially the national carrier of Trinidad and Tobago and based in Port of Spain(POS), BWIA operated as a multi-national carrier serving as the primary airline for much of the West Indies including Antigua(ANU), St. Lucia(SLU\UVF), Barbados(BGI), and Grenada(GND) while also providing long haul links to Guyana(GEO). The carrier was one of many airlines founded in the late 1930s and early 1940s by a man from New Zealand named Lowell Yerex, who founded tiny airlines all across the Caribbean and Central America, though TACA and BWIA were some of the few to survive more than a decade or two. BWIA itself was founded in 1939 and began operations in 1940 with a Lockheed L-18 Loadstar, soon adding 3 more examples as well as DC-3s. The British West Indies were colonized by the English, and as such, Great Brittan's established carrier in the region, British South American Airways(BSAA) took interest in BWIA and acquired it in 1947 after Yerex had sold the carrier to Trinidad's government. BOAC absorbed BSAA, and by association, BWIA, 2 years later but the airline operated independently from it's British owners. In 1955, a Vickers Viscount was acquired and allowed the carrier to expand much further than possible before from Trinidad, and the robust network in the region began to take shape. In 1960, a Britannia long range large aircraft was acquired and allowed the airline to star transatlantic flights in 1964 with a POS-BGI-JFK-LHR route. HS748s were added, and the carrier joined the jet age soon after with Boeing 720, 707, and 727 jets allowing for expansion over the coming decades both across the Caribbean and with more routes connecting the West Indies with America, Canada, and England. BWIA was merged with Trinidad and Tobago Air Service, an airline operated by the Trinidad government, in 1980 and expanded to offer cargo services as well as a variety of new scheduled and charter destinations. DC-9s and modern MD-80 jets were added through the 1980s and replaced to older Boeings on short and medium haul routes, with the carrier eventually operated 16 examples of the types over about 2 decades. In 1987, a 747 was leased from Luxair and briefly used on transatlantic services before being returned a few months later, replaced by L-1011-500s which would become the primary transatlantic aircraft for the carrier for most of the rest of it's history. In 1995, the airline was privatized and a pair of brand new A321s were added to the fleet in 1996. However in March of 1997, about 1 year after receiving the aircraft, they were sold to Air Alfa of Turkey. By 1998, the carrier was operating 5 MD-83s and 4 L-1011-500s with routes connecting the West Indies with Caribbean destinations including Caracas(CCS), St. Maarten(SXM), and Kingston(KIN) while also serving New York(JFK), Miami(MIA), Toronto(YYZ), and London(LHR). All aircraft wore the standard livery at the time, while most of the aircraft were named and called "Sunjets". The fleet was hard working and most routes were flown with 2-4 stops enroute, sometimes with very short ground times. Most long and medium haul destinations are served nonstop from different points in the West Indies on different days of the week with routings varying day to day. While no one flight was listed as daily, most destinations did see daily service or close to that. L-1011 flights to GEO codeshared with Guyana Airways, who was flying small props and a 757-200 at the time, and one weekend GEO-POS-JFK route was operated entirely on behalf of Guyana Airways with no BWIA ticket sales. At the end of 1999, the first of 7 Boeing 737-800s arrived to replace both the aging MD-83s and to take over the YYZ routes from the L-1011s while also allowing for expansion into South America, with the aircraft arriving in a bold new colorful livery. An ex-Air Canada A340-300 arrived in 2002, along with a second example from Virgin Atlantic in 2004. As these new aircraft deliveries came during a slump in travel demand after the 9/11 attacks in 2001, BWIA was in trouble and reduced it's widebody fleet from 6 aircraft to just the 2 A340s. The carrier was unable to stop massive losses however, and the government denied the carrier a financial bailout. On New Years Eve of 2006, the carrier shut down after 66 years of service without losing a single passenger or airframe. The government of Trinidad and Tobago used some assets of the carrier, including the 737-800, to create Caribbean Airlines, which would also end up replacing the failed Air Jamaica a few years later. HJG is working on an AI version of their L-1011-500, but in the meantime, the CDAI model converts fine. The following repaints are availible: CDAI L-1011-500\AIA MD-80(also includes the AIA DC-9-50: library.avsim.net/search.php?SearchTerm=bwia_fleet_1980s.zip&CatID=root&Go=SearchL-1011-500: MD-83: Download BWIA International Airways 1998 Flightplans Here
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Post by xm02a on Jan 6, 2021 1:45:50 GMT -5
Hi regarding the Qantas regional callsigns, to be accurate actually in that time period they were using registration callsigns. Even Qantas mainline were on domestic routes, for example a 767-200 would be operating as "Echo Alpha Kilo". The same applied for the regionals. I believe this changed in the early 2000s.
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Post by chasensfo on Jan 6, 2021 6:29:32 GMT -5
Hi regarding the Qantas regional callsigns, to be accurate actually in that time period they were using registration callsigns. Even Qantas mainline were on domestic routes, for example a 767-200 would be operating as "Echo Alpha Kilo". The same applied for the regionals. I believe this changed in the early 2000s. WOW I had no idea!!! That is amazing information, thank you. Did Ansett do the same? Hmm but due to limitations in the sim, I'd have to make it "Victor Hotel Echo Alpha Kilo" or othewise give the planes a fake reg of "EAK" instead of "VH-EAK" to get the 3 letter. Now the issue is, you can not have an aircraft use a callsign on international legs and tail number on domestic, that aircraft has to use one or the other on all of it's assigned flights. So I guess for the 737s and the regional carriers, I should give them the tail number(though the 737s did do some international) instead of the callsign? Very odd that this was the case, never heard of anything like that past the 1930s or 1940s elsehwere in the world.
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