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Post by xm02a on Jan 7, 2021 4:48:56 GMT -5
January 2004 was when Qantas changed to Flight Number Callsigns for domestic routes. International would still have been Qantas XYZ. From what I remember Virgin Blue was the first operator to introduce FNCs in the early 2000s. Ansett changed before Qantas did at some point but I'd say for 1998 they were still using registration callsigns. The argument at the time was to avoid confusion when there were multiples of the same flight number in the air.... go figure. This link might be handy. www.airwaysmuseum.com/Airline%20callsigns.htm
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Post by chasensfo on Jan 7, 2021 11:40:17 GMT -5
January 2004 was when Qantas changed to Flight Number Callsigns for domestic routes. International would still have been Qantas XYZ. From what I remember Virgin Blue was the first operator to introduce FNCs in the early 2000s. Ansett changed before Qantas did at some point but I'd say for 1998 they were still using registration callsigns. The argument at the time was to avoid confusion when there were multiples of the same flight number in the air.... go figure. This link might be handy. www.airwaysmuseum.com/Airline%20callsigns.htmThank you for this infromation. ranmori discovered that Taiwan was doing the same, with domestic flights using the tail number. I will update the plans accordingly in the near future. From someone who worked as an apron tower controller for 6 years and is in the FAA ATC hiring pool, this seems stupid. I mean, when I had 5 or 6 SWA planes on freq at once, the flight numbers were easy to keep track of. I can't imagine having to use the tail number instead of the flight number and remember which plane is which like a VFR tower in a busy airline terminal environment. Especially in Taiwan where it was "B-123456" and different airlines all just had random tail numbers with no letters unlike "N221UA" or whatever in the US where you at least know it is United. What an odd way to do ATC. Then again, even SYD wasn't as busy as most major US airports most of the day, so maybe it didn't matter so much. Can you imagine 1998 JFK with tail numbers only? What a headache lol.
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Post by chasensfo on Jan 7, 2021 22:38:21 GMT -5
The following airlines have updated routemaps/repaint links: Air Plus Comet 1998 Lao Aviation 1998 Air Mandalay 1998 Yangon Airways 1998 Angkor Airways 1998 In addition, Myanmar National Airlines 1998 has updated flightplans, but still no repaints done. MIAT Mongolian Airlines 1998 was updated to version 2, repaints links added(found the An-24), scheduled domestic flights added (thanks to eth72s and aleck for those), previously all domestic flights were represented, also re-did the charters and changed aircraft order for better parking. Search for these carriers in this thread for the updates, or find them in my Google Drive.
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Post by xm02a on Jan 8, 2021 2:42:48 GMT -5
January 2004 was when Qantas changed to Flight Number Callsigns for domestic routes. International would still have been Qantas XYZ. From what I remember Virgin Blue was the first operator to introduce FNCs in the early 2000s. Ansett changed before Qantas did at some point but I'd say for 1998 they were still using registration callsigns. The argument at the time was to avoid confusion when there were multiples of the same flight number in the air.... go figure. This link might be handy. www.airwaysmuseum.com/Airline%20callsigns.htmThank you for this infromation. ranmori discovered that Taiwan was doing the same, with domestic flights using the tail number. I will update the plans accordingly in the near future. From someone who worked as an apron tower controller for 6 years and is in the FAA ATC hiring pool, this seems stupid. I mean, when I had 5 or 6 SWA planes on freq at once, the flight numbers were easy to keep track of. I can't imagine having to use the tail number instead of the flight number and remember which plane is which like a VFR tower in a busy airline terminal environment. Especially in Taiwan where it was "B-123456" and different airlines all just had random tail numbers with no letters unlike "N221UA" or whatever in the US where you at least know it is United. What an odd way to do ATC. Then again, even SYD wasn't as busy as most major US airports most of the day, so maybe it didn't matter so much. Can you imagine 1998 JFK with tail numbers only? What a headache lol. A classic example of us Australians being laboured in progress with comparison to the rest of the world and thinking we know best! There were probably other reasons too but it's all beyond me now. I don't know much from the ATC perspective at the time regarding the why's, doesn't make all that much difference from my perspective at the pointy end. I think they might have used the registration blocks to be associative with aircraft type and managing performance nuances in flow control, etc. But I'd imagine that A/C type is displayed and known with relation to flight number these days anyhow? Another example was flight numbers i.e. QF415 could be operating PER-MEL-SYD but with two separate aircraft registrations. At the same time you could have two QF415's on the same frequency if the first leg was delayed causing confusion. The argument of the time went along those lines. We came to our senses eventually at least and standardised with ICAO.
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Post by chasensfo on Jan 8, 2021 21:48:59 GMT -5
Thank you for this infromation. ranmori discovered that Taiwan was doing the same, with domestic flights using the tail number. I will update the plans accordingly in the near future. From someone who worked as an apron tower controller for 6 years and is in the FAA ATC hiring pool, this seems stupid. I mean, when I had 5 or 6 SWA planes on freq at once, the flight numbers were easy to keep track of. I can't imagine having to use the tail number instead of the flight number and remember which plane is which like a VFR tower in a busy airline terminal environment. Especially in Taiwan where it was "B-123456" and different airlines all just had random tail numbers with no letters unlike "N221UA" or whatever in the US where you at least know it is United. What an odd way to do ATC. Then again, even SYD wasn't as busy as most major US airports most of the day, so maybe it didn't matter so much. Can you imagine 1998 JFK with tail numbers only? What a headache lol. A classic example of us Australians being laboured in progress with comparison to the rest of the world and thinking we know best! Â There were probably other reasons too but it's all beyond me now. I don't know much from the ATC perspective at the time regarding the why's, doesn't make all that much difference from my perspective at the pointy end. I think they might have used the registration blocks to be associative with aircraft type and managing performance nuances in flow control, etc. But I'd imagine that A/C type is displayed and known with relation to flight number these days anyhow? Another example was flight numbers i.e. QF415 could be operating PER-MEL-SYD but with two separate aircraft registrations. At the same time you could have two QF415's on the same frequency if the first leg was delayed causing confusion. The argument of the time went along those lines. We came to our senses eventually at least and standardised with ICAO. Yeah from the pointy end it makes no difference, just adds to the ATC workload specifically for apron/ground control where it is mostly visual. Hard to explain the whys I guess, just my opinion. Since I'm just a private pilot I rarely have callsigns beyond a tail number, though I have flown planes belonging to clubs, colleges, etc with callsigns. My friend was a captain at a large private jet company with the callsign "Santos" and I got to ferry a Cessna 172 they owned for crew repositioning from Texas to Delaware fresh from painting. Several different controllers didn't realize we were a 172 even though it is on their screen LOL. Lead to us making a C130 go around behind us in LIT. Whoopsie.
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Post by chasensfo on Jan 13, 2021 18:40:03 GMT -5
//Lufthansa Cargo 1998 (representative) v2 Lufthansa Cargo (1961 - Present) IATA: LH ICAO: GEC (you may also use DLHC) CALLSIGN: LUFTHANSA CARGO The origins of the cargo division of the German national Frankfurt-based(FRA) airline Lufthansa, which the carrier operates as a separate carrier, can be traced back to 1961 when Lockheed Constellations were converted for cargo use on flights across the Atlantic Ocean to New York(JFK). Vickers 610 Viking 1Bs, Curtis C46 Commandos, and other props made obsolete by jets were also converted to cargo roles in the early 1960s. Around 1975, some Boeing 707-300C jets were converted to freighters, and 747 freighters were added soon after. Lufthansa Cargo was just adding the first MD-11s by 1998, with 4 in the fleet by the summer of 1998 and a 5th joining before years end. Most of the fleet was 747-200s, all in the regular Lufthansa livery except for one of which wore a special livery. Most of the 747-200s still had passenger windows, but some did not. In addition to these aircraft, 2 737-200s painted white with blue tails were wet-leased from Air Atlanta Icelandic and operated on routes to a few Nordic cities from FRA, and I have included representative plans for these flights using real routings. The DC-8-73s and 737-300s in full Lufthansa colors were retired in 1997 and thus are not included. These plans were adapted from early 2004 plans by Doug McEwen changing the airports and fleet to match 1998 while ensuring the MD-11s do not visit Kai Tak, but from photo evidence the cities used appear correct for the late 1990 as well. All repaints are completed: FAIB 747-200F: library.avsim.net/search.php?SearchTerm=faib_747-200_gec.zip&CatID=root&Go=SearchFSPX MD-11F: www.juergenbaumbusch.de/?p=7848FAIB 737-200F by Florian van der Kleij: drive.google.com/drive/folders/1LBxLkKN074fiN5KnhNbyhoRJJU-8oJGVDownload Lufthansa Cargo 1998 (representative) v2 flightplans here
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skyteam
Gate Agent
Caring More About You
Posts: 86
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Post by skyteam on Jan 14, 2021 11:36:30 GMT -5
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Post by chasensfo on Jan 15, 2021 0:25:02 GMT -5
Something just like that! Thank you!!! I've updated the Lufthansa Cargo plans for your 2 paints. Also guys, I have updated the following airlines with Eduardo's paints(some have non-standard models and callsigns assigned so be careful when installing the aircraft.cfg entries), including a version 2 of Spirit Airlines as he found that in 1999 an albino MD-80 joined the Spirit fleet, so I am using this instead of the DC-9-21 which was gone by 1997. I will share them here so you don't have to search: Spirit Air v2 1998AirTran 1998Summer Express 1998Allegiant Air 1999
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Post by chasensfo on Jan 18, 2021 2:06:42 GMT -5
\\UPS Airlines 1998 UPS Airlines (1997-2001) IATA: 5X ICAO: UPS (use "UPSA" for AI parking to avoid cargo planes on gates) CALLSIGN: UPS UPS Airlines, though technically the name of the Louisville(SDF)-based US cargo giant which is around today doing business as "UPS", was the official name of the short-lived passenger operation operated by UPS for a few years in the late 1990s and early 2000s. The operation was started as an idea for fleet utilization as most of the Boeing 727s sat idle on weekends when shipping demand was low. 5 727-100s with TAY-upgraded engines were selected for the program as "quick change"(QC) variants, able to change in just 4 hours from a freighter to a 113-seat passenger aircraft in SDF for a weekend mission of passenger flying. In addition to the weekly swaps between passenger and cargo seating, the aircraft required other upgrades for passenger service including flight attendant galleys and jumpseats, TCAS in the , and 2 passenger lavatories in addition to various other modifications which were permanent. Rather than selling tickets, UPS worked with cruise operators and tour groups to provide group charter transport as part of all-inclusive travel packages. Though based in SDF, Detroit(DTW) and Cincinnati(CVG) were also hubs for this operation while several other cities like Atlanta(ATL), Nashville(BNA), Pittsburg(PIT) and Norfolk(ORF) also saw regular flights. The first passenger flight itself was not from SDF but rather from PIT to Orlando(MCO). For a time, occasional package tours from Phoenix(PHX) to Mexico were operated as well, though the passenger 727s were rare in the Western US otherwise. The destinations were usually in Mexico or the Caribbean, with Aruba(AUA) and Cancun(CUN) being frequently used. UPS pilots flew the aircraft, while flight attendants were hired from a contract agency that provided crews with various other small passenger operators in the USA such as Nations Air Express and Pace Air. Unlike most tour operators, UPS Airlines was full service with hot meals distributed on the all-coach flights and amenities like a pre-arrival hot towel service offered. While some cities like Las Vegas(LAS) were served, it appears that in the summer of 1998, these flights were not regularly operated. These plans are semi-representative, in that flight numbers and times are plausible, but all routes were actually operated in the late 1990s at least once. Though the airline primarily operated the passenger flights on the weekend, in the summer when cargo demand was lower and tour traffic was peaking, UPS did operate all-passenger flights with the 727s all week. As limitations within flight simulator will not allow for a plane to do cargo flights and passenger flights(the plane has to park on gate or the cargo ramp), I have elected to represent peak season with the aircraft flying all week. The aircraft won't overlap much abroad outside the hub cities, but you will often see a few in SDF, DTW, CVG, CUN, PIT, AUA, ect and on Saturdays, I have set up back-to-back fights to St. Maarten(SXM) where from the late morning to early evening a UPS 727 will be on the ground going to\from the hubs. By the turn of the century, UPS was also offering sports and political charters regularly in addition to the tour packages, and these flights operated in regions where the tour package flights didn't visit. In 2001, when leisure travel took a huge hit due to the events of September 11th, UPS ended the passenger operations and 727s began to be retired from the fleet over the next several years. Michael Pearson has painted the entire AIA 727-100 fleet, just use TAY engine variants with un-plugged passenger windows. Please make a passenger version entry in your aircraft.cfg that uses "atc_parking_types=GATE" for these flights. You may download his textures here: library.avsim.net/search.php?SearchTerm=aia_727-100_ups.zip&CatID=root&Go=SearchFor more information on these passenger services, you may check out this link: aerosavvy.com/ups-727-passenger-flights/?doing_wp_cron=1610880352.6878669261932373046875&fbclid=IwAR1rs1eurh7Zoxx3bCCdR9prwDENTeW9EIUV9qcS45irJ9oBYnOwmbQUYQQ727-100TAY Passenger Charters: Download UPS Airlines 1998 Flightplans Here
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Post by chasensfo on Jan 18, 2021 8:44:46 GMT -5
\\LIAT 1998 LIAT (1956 - Present) IATA: LI ICAO: LIA CALLSIGN: LIAT LIAT is the national airline of Antigua(ANU) in the Greater Antilles, and serves a variety of routes across the Caribbean with commuter aircraft on scheduled flights with a large hub in Barbados(BGI) and several focus cities. The carrier was founded in 1956 as Leeward Islands Air Transport, or LIAT, flying a small piston Piper Aztec on a route to Montserrat(MNI). The carrier expanded, and by 1965, it was already operating large HS748 aircraft and had expanded to a large local service area encompassing most of the French and Dutch Antilles. The airline became a "feeder" carrier for Eastern Airlines in 1968, providing onward connections from San Juan(SJU) to destinations such as St. Maarten(SXM). English carrier Courtline obtained a majority share in LIAT in 1971, and the carrier provided LIAT with Bac 1-11-500 jets, which were much larger than aircraft normally serving some of LIATs destinations at the time. Just 2 years into this jet age chapter of LIAT, Courtline failed in 1974 and LIAT almost failed along with it. Eventually, the jets were disposed of and LIAT remerged trading only as "LIAT" and funded by 11 nations from across the Caribbean. DHC-8-100 turboprops were selected as the future backbone of the fleet, and the airline developed a robust, high frequency point to point network to compete with larger carriers in the region such as BWIA and ALM. Prior to their delivery, a fleet of DHC-6s was built up and used to expand the network. The airline almost failed again in 1995, but managed to survive and expand with new larger DHC-8-300s after partially re-privatizing. By 1998, most of the DHC-6s were up for sale, while a few stayed active alongside a BN-2 islander and a sizable fleet of DHC-8-100s. The carrier built an aggressive multi-stop schedule, with some routes involving as many as 6 stops en-route between 2 points with 10 minute turns for DHC-8-300s! As would be expected, the carrier has long since had a reputation for massively delayed flights, and even unscheduled stop overs. With this in mind, it is no surprise that the flight schedule generated numerous extra aircraft to operate in its entirety. It is highly likely that LIAT either skipped over stops that didn't sell well and operated an ad-hoc stop enroute as needed, or had the DHC-6s fill in if need be. The extra aircraft total did add up to the number of stored DHC-6 airplanes, but I have excluded them if you wish to exclude them. All aircraft wore the original multicolored livery through the 1990s. Though the aircraft often have short ground times, they also operate with high frequency, and you will usually see some of them in places like SXM, Grenada(GND), Port of Spain(POS), St. Vincent(SVD), and Beef Island(EIS). The carrier would go on to add larger aircraft like the ATR72 and operates a modern fleet of 10 ATRs today, and is still a staple of Caribbean aviation. I have some of the repaints in my sim, but I can't find where I got them from. Any help is appreciated so I can provide a link. DHC-8-100\300: DHC-6: BN-2: Download LIAT 1998 Flightplans Here
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Post by chasensfo on Jan 20, 2021 20:53:16 GMT -5
\\Trans States 1998 Trans States (1982-2020) IATA: AX (marketed as US\NW) ICAO: LOF (also use USAX) CALLSIGN: WATERSKI Trans States Airlines was a US regional airline founded in 1982 as Resort Air, based in St. Louis(STL) serving communities neglected by the larger local carriers like TWA and Ozark Airlines with Metroliners. The "LOF" code stood for the "Lodge of the Four Seasons", located in regions severed by the commuter carrier where waterskiing was a popular activity, hence the callsign. In 1985, the carrier signed an agreement to become a commuter subsidiary of TWA, operating as Trans World Express(TWE). The following year, TWA merged with Ozark Airlines and took on a virtual monopoly of STL, and Resort Air saw steady growth. By 1989, with the carrier now operating a large commuter network for TWA, the name was changed from Resort Air to Trans States Airlines, to reflect it's commuter status of the "Trans World" brand. In 1993, Trans States was awarded the contract of Stateswest Airlines which was operating as a USAir Express carrier with hubs in San Francisco(SFO), San Deigo(SAN) and Los Angeles(LAX) with Beech BE200s and B1900Cs, and became a USAir Express carrier. These USAir Express routes were the remnants of the network that USAir inherited from SAN-based Pacific Southwest Airlines(PSA) in a 1988 merger. PSA's large California and US West Coast network was first operated by it's former BAe-146 jets and USAir's own 737s after the merger. But by the early 1990s, USAir decided that the intense West Coast competition with United, American, Southwest, and Alaska was not worth the effort, and that the planes were of better use in the Eastern US where USAir had a very strong presence with hubs across the Eastern Seaboard. The 737s went back to the East Coast while the BAe-146 fleet was retired or leased out to other carriers never to return. First these routes were either eliminated or given to Stateswest, but then by the 1993, USAir had decided to end almost the entire network except for a handful of routes from SFO\LAX\SAN, dropping many small ex-PSA cities like Concord(CCR) where USAir was the last remaining airline. Trans States entered the agreement under it's own independent brand, with the Jetstream 31s having a USAir-like red strip but "Trans States" titles, with a small "USAir" sticker by the boarding door. Soon after, an agreement was reached with Northwest Airlines to market the flights under their branding as well with a codeshare, and by 1998, this agreement was well underway with all tickets onboard sold by either US Airways or Northwest. These flights were the only West Coast "Northwest Airlink" branded flights ever operated until 2009 when Mesaba Airlines based some Northwest Airlink branded CRJ-900s in Salt Lake City(SLC) for a short period of time ahead of the merger with Delta. A few routes like Monterey(MRY)-LAX were already dropped by the late 1990s. The Jetstream 31s had a variety of livery variations, and I have painted all of them for use with these plans. Most routes were operated with high frequency, and Frenso(FAT) was used as a crew base and focus city, where the LAX network met the SFO network. Oddly, though Ontario(ONT) only had a few daily flights, some of the aircraft were on the ground there for very long periods of time during the day. I am not sure why, but perhaps some maintenance was done there as ONT has many large hangars. These flights continued with more or less the same schedule until 2001, when US Airways discontinued it's West Coast network and the aircraft were either retired to Kingman, Arizona(IGM) for storage or returned to the TWE fleet. Trans States continued flying both as a TWE carrier and in a new ERJ-145 jet agreement with United Express. Over the next several decades, Trans States would launch a spin off airline called "Gojet", which would operate for United and Delta and is still around today, and also acquired Compass Airlines from Delta after the merger with Northwest Airlines. In addition to flying for United, TWA, and US Airways, Trans States would end up flying on behalf of American Airlines twice, due to mergers with TWA and later US Airways. In 2020, United Airlines did not renew it's ERJ-145 contract with Trans States, and the carrier reached a deal to sell the aircraft to Expressjet, another ERJ-145 United Express operator. The COVID-19 pandemic sped up this process, and the carrier shut down entirely on 01APR20. With Compass also shut down, STL-based Gojet is the last remaining entity of Trans States. Flights operated as TWE may be found in the TWA 1998 flightplans. Note that these plans are a decent representation of the West Coast USAir operations from late 1993-2001, if you wish to use them with other periods. The schedule barely changed. I have painted the fleet on the PAI Jetstream 31 here: drive.google.com/drive/folders/1v61-YO_D-Wg2ZPpBuh3ePTaWle3Kq7jP?usp=sharingJetstream 31 US Airways Express\Northwest Airlink: Download Trans States 1998 Flightplans Here
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Post by chasensfo on Jan 21, 2021 7:11:07 GMT -5
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Post by chasensfo on Jan 23, 2021 4:39:56 GMT -5
\\Armenian Airlines 1998 Armenian Airlines (1991-2003) IATA: RV ICAO: RME CALLSIGN: ARMENIAN Armenian Airlines was the national airline of Armenia, based in Yerevan(EVN), and founded in 1991 as one of many carriers to be founded from the ashes of Aeroflot after the fall of the Soviet Union. Like most carriers who were founded around this time period, the airline initially was given all the EVN-based assets of Aeroflot, which included many routes and large fleet of Tu-154s, An-24s, and Tu-134s all in the basic Aeroflot colors with an Armenian flag on the tail. Newly founded carriers soon found that without the massive Aeroflot network, the airlines needed to shrink, and Armenian Airlines was no exception. In 1993, the airline introduced it's own livery, which was white with new logos and titles. Only a handful of planes got the new colors when another bold and more colorful livery was introduced in 1995 with the arrival of a pair of IL-86 jets for longer, higher capacity flights to Western Europe. By 1998, only 1 Tu-154B-2 was left in the old 1993 colors, and the rest of the fleet wore the newer colors. The airline was operating these aircraft alongside several Yak 40s, a pair of Tu-134A-3s, and an An-24 turboprop. Charters were also regularly operated by these aircraft, and have been included. In the winter of 1998, an A310-200 arrived and was used on flights to Amsterdam(AMS) and Frankfurt(FRA), and the aircraft had it's maintenance work done in Brussels(BRU). I included representative plans for this aircraft, routing it to AMS via FRA on some days and non-stop to AMS on others, as FRA was only severed a few days per week but Amsterdam daily. The A310 later expanded on routes to Paris(CDG) in 2000. Up until this point, the airline was profitable and successful. However, the A310 was plagued with technical issues, and it's introduction required expensive training for crews and other staff. The airline began to decline financially, and a joint venture was formed with Danish airline VG Airlines, who later became Delsey Airlines. In 2002, Delsey Airlines failed, and Armenian Airlines was in a terrible position at the time to survive on it's own. The airline shut down operationally in 2003, with rival Armavia being awarded most of it's European network. The airline was liquidated in 2004 after no buyers were found to revive the carrier. Flightplans and routemaps by eth72s, while I did the A310 plans. Some repaints needed, the following are available: RATS Il-86 by Christian Gold: drive.google.com/file/d/130FrBaWGgLx965TngFaW7VQ-5yg3--0o/view?usp=sharingTCAI Tu-154B-2 by Christian Gold(part of large package): drive.google.com/drive/folders/1Vdz7QDiYnpav1TP_vSR04ONvWfpkZx2CSBAI Tu-134A-3 by Christian Gold: drive.google.com/file/d/1TigkNaMCLREtbTeu9prxoAmx43zvqjMs/view?usp=sharingMAXC-Sim YAK 40 by Christian Gold (1993 livery): drive.google.com/file/d/1c_hg_-wloXqaxj0Oe0A1airgrSIK96Sk/view?usp=sharingCIS An-24RV: library.avsim.net/search.php?SearchTerm=rme_an24.zip&CatID=root&Go=SearchA310-200: IL-86: Tu-154B-2: Tu-134A-3: YAK 40: An-24RV: Charters: Download Armenian Airlines 1998 Flightplans Here
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Post by chasensfo on Feb 1, 2021 9:21:20 GMT -5
\\Bahamasair 1998 Bahamasair (1972 - Present) IATA: UP ICAO: BHS CALLSIGN: BAHAMAS Bahamasair operated by Sky Unlimited (1995-2003) IATA: UP ICAO: NONE LISTED CALLSIGN: NONE LISTED (uses registration) Bahamasair operated by Congo Air (1996-2005) IATA: UP ICAO: CAK CALLSIGN: CONGO AIR Bahamasair is the national airline of the Caribbean, situated just off the coast of the US state of Florida, and based in Nassau(NAS). The flag carrier was founded by the government of The Bahamas in 1970, but did not begin operations until 1972 with an international route to Tampa(TPA). Prior to the early 1970s, Pan American and British Airways offered 1-stop connections to much of the world, but both of these carriers were gone by 1973 and the government did not want to leave the island with no connectivity without any international air carriers. In it's early years, the carrier added 1 or 2 examples of various types, including the 737-200, Bac 1-11-400 DC-6, Fokker FH-227, DHC-6, and a C-46 Commando which was used for cargo flights for a few years. Initial routes were both domestic and regional, and also included scheduled and charter flights to cities in Florida. The airline had maintenance issues that lead to a bad reliability\completion rate, they also lost an FH-227 in a take off accident in 1978. By the 1980s, these problems were much improved, and the carrier expanded to New York(JFK), Washington D.C.(IAD) and Philadelphia(PHL) and by then had a relatively extensive network both domestically and into the US. In 1989, the carrier further expanded into the Northeast USA leasing 2 727-200s from Eastern Airlines. The airline quickly slipped into heavy losses on it's US routes, and the 727s were returned to Eastern about 1 year later several cities in the Northeast US losing service. In 1991, the airline started replacing the HS748s, which operated most of it's domestic routes and some international, with DHC-8-300s as they arrived. 737-200s and Shorts SD3-60s were operating the rest of the flights for the rest of the 1990s. These flights were supplemented by agreements with Sky Unlimited(now Sky Bahamas), who began flying a Beech C99 for Air Bahamas on the Bimini(BMI) route in 1995, and Congo Air, who began flying a Metroliner on behalf of Bahamasair in 1996. By 1998, the carrier had a fleet of 3 737-200s, 5 DHC-8-300s, and 3 Shorts SD3-60s. The 737s flew high frequency service to major cities in Florida from NAS and Freeport(FPO). The DHC-8-300s operated a robust domestic network and also offered international flights to points in Florida and to Providenciales(PLS). Shorts SD3-60s also did a lot of domestic flying, but also operated flights to West Palm Beach(PBI) in the USA. Miami(MIA) is the airport which saw the most flights outside of the FPO and NAS hubs, with Ft. Lauderdale(FLL) also being frequently served. All aircraft appear to have been in the standard livery, introduced in the late 1980s, except for the HS748 which wore the old yellow and blue colors. Though I could not find photos of the Metroliner or Beech C99. In 1998, 1 HS748 was active until being destroyed by a Hurricane while parked in NAS that year, and it is included using extra DHC-8 flights which didn't fit. As the 737 fleet was busy, there were occasional charters to rather interesting places in the US like Des Moines(DSM), but as the 737 fleet was rather busy in the summer schedule, I wasn't able to include any. Into the 2000s, the carrier expanded to offer frequent charter services to the USA and 737-500s began to replace the 737-200s. Today, the carrier is still around flying newer aircraft like the 737-700 and ATR-72. Most repaints are either for the previous yellow\blue livery or for the early 2000s white\blue livery, and I was unable to find any paints in the 1998 colors. The DWAI HS748 in the old colors may be found here: library.avsim.net/search.php?SearchTerm=dwai_hs748_bhs.zip&CatID=root&Go=Search737-200: DHC-8-300: Shorts SD3-60: Metroliner III operated by Congo Air: Beech C99 operated by Sky Unlimited: Download Bahamasair 1998 Flightplans Here
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Post by chasensfo on Feb 3, 2021 7:09:47 GMT -5
\\Singapore Airlines Cargo 1998 (these are ACTUAL flightplans, please delete the representative plans if you installed them previously) Singapore Airlines Cargo (1977 - Present) IATA: SQ ICAO: SQC CALLSIGN: SINCARGO Singapore Airlines Cargo is the freight division of Singapore Airlines, based in Singapore(SIN) and operating with it's own ICAO code and callsign. Singapore Airlines Cargo first began flying in the late 1970s with 707-300Cs in the airline's full livery but with cargo titles, these aircraft having been converted after retirement from cargo use. From the start, the airline had a global network with multi-stop routes stretching all across the globe, with a focus on India, Western Europe, and the USA while also serving major cities in Asia. There appears to have been a pause in operations from the early 1980s until the early 1990s where the 707s were retired and no other cargo-dedicated aircraft seem to have been operating. In 1990, operations resumed when 747-200Fs joined the fleet and in 1993, a 737-300 converted freighter began operating on regional routes to places like Hong Kong(HKG) for 2 years or so until around 1995. New 747-400Fs began to arrive in 1997, and enabled longer non-stop legs than the airline had operated in the past, though for shipping reasons, routes over 7 or 8 hours were still uncommon. By early 1998, the 747-200Fs had been replaced with 747-400Fs, with 7 in the fleet by year's end. At this time, the airline operated logistical hubs in several cities, including Dubai(DXB), Sharjah(SHJ), Anchorage(ANC), and Taipei(TPE) with aircraft on various routes passing through these cities. US cities were usually served via a stop in Northeast Asia followed by a stop in ANC, though some routes continued to the USA from Europe. Europe itself was either served from points in India or from SHJ or DXB in the Middle East. There were also several routes to Australia and New Zealand at the time, with the cities served and routing used varying day-to-day. The 747-400F has remained the mainstay of the Singapore Airlines Cargo fleet, and the carrier is still a large cargo operator today with a global network. Unlike most cargo flightplans with this project that are representative based off plans from the early 2000s or the 80s\early 90s, these plans are from the 1998 flight schedule and were very kindly completed by @brianw upon discovering them. I'd like to thank him very much for taking time away from his own amazing 1983 project to contribute to this one, it is very much appreciated. The readme contains info specific to his files, so please review before any distribution or modification. Ranmori has painted the FAIB 747-400F here: drive.google.com/drive/folders/1oh0rDmS36DZTfwSGy1hi6baVJ6N_hlVc?usp=sharing747-400F: Download Singapore Airlines Cargo 1998 Flightplans Here
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