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Post by chasensfo on Mar 9, 2021 3:19:00 GMT -5
\\Mesa Airlines 1998 Mesa Airlines (1980 - Present) IATA: YV ICAO: ASH CALLSIGN: AIR SHUTTLE Mesa Airlines is one of the longest operating regional airlines in the United States, based in Phoenix(PHX), and has flown on behalf of many US carrier of past and present while also offering their own independent flights for the first 20 some years of operation. Mesa Airlines was founded as "Mesa Air Shuttle", a tiny commuter carrier based in Farmington, New Mexico(FMN) launched to continue the route to Albuquerque (ABQ) when the route was dropped by the original Frontier Airlines. Initially, the route was operated by Piper Saratoga light aircraft, but Mesa quickly added a Piper Navajo followed by larger Beech 99s to the fleet in 1982. That same year, the airline was sold, and the new owners looked to expand, opening a hub in ABQ and adding 18 cities in the following 5 years while adding larger 19-seat B1900s, which would be the backbone of the fleet for the next 15 years. The carrier expanded into Phoenix(PHX), the busiest airport in the Southwest US region, in 1985 launching a route from Gallup(GUP) in Western New Mexico. In 1987, Mesa acquired Denver Stapleton(DEN)-based Centennial Airlines and opened a DEN hub along with a route network now stretching from border-to-border between Mexico and Canada as the carrier expanded into Montana. By 1989, a PHX hub had been established, and Mesa was well positioned with a robust route network running between PHX, ABQ, and DEN and became one of the largest commuter carriers in the United States. In 1990, United Airlines, who has a large DEN hub, signed an agreement for Mesa Airlines to begin flying B1900s as a United Express carrier. The newly formed Mesa Air Group, the airlines parent company, would then go on to purchase West Air, the West Coast United Express carrier with major hubs in San Francisco(SFO), Los Angeles(LAX), and San Diego(SAN), Pacific North Airlines(PNA) which was United's Seattle(SEA) and Portland(PDX)-based Express airline, and lunched Mountain West Airlines to provide B1900 United Express flights from LAX. A subsidiary called "CalPac" airlines was started to operated LAX-based United Express operation in 1992. Mesa also acquired Air Midwest, who flew for carriers like USAir and TWA, in 1991 after 2 years of attempting to purchase the carrier. With this acquisition, Mesa became a USAir Express carrier, and subsidiary "Florida Gulf Airlines" was lunched, with Mesa operating B1900s, DHC-8s, and EMB-120s in Florida for USAir in addition to an extensive Air Midwest network based in Kansas City(MCI). In 1992, after America West had decided to exit both long haul and commuter flying, retiring it's 747s and DHC-8s, Mesa Airlines was selected to become the first America West Express carrier, with America West absorbing the pre-existing PHX network of Mesa and expanding upon it. The Mountain West operation briefly also operated United Express flights from DEN and America West Express flights from PHX in the mid 1990s, but this was short-lived. From this time until the mid 1990s, various other subsidiaries were started by the Mesa Air Group across the country, with many being short-lived. By then, Mesa had began adding DHC-8-200s to the fleet and expanded into several mountainous regions of Western Colorado, including Aspen(ASE), and into smaller cities in Southern California like Santa Barbara(SBA). Simultaneously, a subsidiary called "Desert Sun Airlines" was founded to operate 2 Fokker 70s on behalf of America West to a few destinations like Des Moines(DSM) and Spokane(GEG), which America West deemed too small for it's 737s. The Fokker 70s were operated for about 2 years before being retired in favor of smaller CRJ-200s, which were operated under the Mesa Air brand, and Desert Sun Airlines was closed. Throughout this expansion, Mesa continued to operate it's own services, which retreated back to an ABQ hub primarily, but with multi-stop service to Colorado Springs(COS), Dallas(DFW) and DEN. Embraer 120s inherited from recent acquisitions filtered in and out of the different operations, sometimes in United Express or USAir Express, but often in Mesa's house livery with yellow and green stripes. Some of Mesa Air's CRJ-200s were delivered in the airlines house livery, modified with a tan and white fuselage, and were used both for America West Express and Mesa's own operations briefly. Mesa's own CRJ operations were based outside of Dallas at Fort Worth Meacham(FTW) which did not have airline service, but the operation was unsuccessful and the aircraft were absorbed into the America West Express network in the house colors, eventually being repainted to the America West livery. Though Jetstream 31\32s were operated, they remained in the United Express fleet, and left the fleet in 1998 when Mesa Air Group's West Air lost the SFO\LAX United Express contract to SkyWest Airlines, ending the West Air passenger operations. That same year, the airline relocated it's headquarters from FMN to PHX where it remains today. Mesa's 1998 own branded operation flew B1900Ds on a network that ran from DEN, to ABQ, to DFW. Most wore the basic house livery with a few variations, such as some aircraft in the USAir livery with the titles painted over and some planes in the newly introduced purple and tan bold "sunrise" livery. Most routes were only served 2-3 times daily, but the airline's principal FMN-ABQ route was operated with high frequency during the day. Mesa would go on to launch several more subsidiaries, including Freedom Airlines, Liberty Airlines, and even Hawaii-based "go!". Mesa would wind down it's own branded operations by the mid 2000s, and today FMN and many of the other 1990s destinations were abandoned and sit with no airline service today. Mesa is still a large regional carrier for both United and American, with American having merged with US Airways who merged with America West, and has also since flown for Delta Air Lines and now operates cargo 737s on behalf of DHL, planning to expand to operate for Amazon Prime Air in the future. These flightplans include all of Mesa's own branded flights, while flights operated by other carriers may be found in those airlines respective flightplans. 2 variations of the standard livery have been done (different tail numbers, no other differences), the rest of the paints are needed: HTAI B1900D v1: library.avsim.net/search.php?SearchTerm=b1900d_mesa.zip&CatID=root&Go=SearchHTAI B1900D v2 (part of this package): library.avsim.net/search.php?SearchTerm=united_express_1993_fleet.zip&CatID=root&Go=SearchBeech 1900D: Download Mesa Airlines 1998 Flightplans Here
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Post by funk on Mar 9, 2021 11:14:44 GMT -5
How about this one at avsim
"b1900d_mesa.zip"
It got three variations
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Post by chasensfo on Mar 9, 2021 16:35:11 GMT -5
How about this one at avsim "b1900d_mesa.zip" It got three variations Those liveries were not active in 1998, they are from the early to mid 2000s. The 90s livery was white with green and yellow stripes and a green tail logo, plus also needed are the USAir Express hybrid and the late 90s introduced purple and tan "sunrise" livery. They were done for the PAI B1900D but that's it as far as I can tell.
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Post by chasensfo on Mar 11, 2021 6:48:40 GMT -5
\\Teddy Air 1998 Teddy Air (1990-2004) IATA: ZJ ICAO: TED CALLSIGN: TEDDYS Teddy Air was a Norwegian regional airline based in Skien (SKE), a small city Southwest of Oslo (FBU) which has struggled to hold onto consistent scheduled airline service and sits unserved today. In April of 1988, SKE and other small cities in Southern Norway were dropped by regional carrier Norving, leaving them without airline service and forcing the residents to travel by road or rail. The following year in 1989, businessman Harald Sorensen bought a BN-2 Islander and began operating 4 daily roundtrips to Oslo with a fixed ticket price of 500NOK. Though this was about 3 times the train fare, the service was popular enough once flights started in 1990 for Harald to deem the airline sustainable. However, residents were not happy with these 4 daily flights operated by a tiny aircraft as their only air service, and complained that Teddy Air was potentially robbing them of more robust air service. These residents petitioned Norsk Air to be granted the SKE-FBU route instead, but Norsk Air did not feel that the route was worth their resources, however, under public and government pressure, the airline did end up launching service from SKE to Bergen (BGO) and Stavanger (SVG) while avoiding direct competition with Teddy Air. At the same time, there was also a push from residents living near the airfield to shut it down entirely and to just have travelers use the Sandefjord Airport in Torp (TRF) some distance away instead. In 1993, Norsk Air decided to end service to SKE, and the SKE-SVG route was awarded to Teddy Air, while competitor Air Stord was awarded the SKE-BGO route and launched service from SKE that same year. This second route allowed a sizable profit by 1994 for Teddy Air, and Norway deregulated it's airline industry. In 1995, airline replaced the tiny BN-2 with a larger EMB-110 and attempted to be the first airline to operated from Rygge Air Station (RYG), a military airport with no passenger facilities. This attempt would fail, and Coast Air would launch flights from SKE while Teddy Air and Air Stord began to compete head to head on flights to FBU and BGO, with Teddy Air serving those cities via Fagernes (VDB). Teddy Air competed with cheaper tickets, but Air Stord offered higher frequency service. In 1996, the government subsidized Teddy Air's routes, which allowed the airline to expand on an international route to Gothenburg (GOT) via SVG. By the end of 1998, the Fornebu Airport in Oslo was shut down and all operations consolidated to the Gardermoen Airport (OSL) which had previously only been used by charter carriers, and Teddy Air briefly expanded from this airport while facing direct competition from Guard Air. In 1999, competitor Air Stord failed, and Teddy Air took over the route to Stord (SRP) using a newly acquired Saab 340 to serve the route 4x daily on every day except for Sunday, where the airline operated just 2 flights. Before long, competition from Coast Air and Wideroe proved to be too much to handle. After only a few months of flying the Saab 340, the airline suspended all operations with it's own aircraft, but continued selling tickets using Golden Air's Saab 340s under the "Golden Teddy" brand. A second Golden Air Saab 340 was branded as "Golden Teddy" in 2000, and the pair flew on until 2004 when the contract with Golden Air ended. Attempts were made through 2005 to restart using another carrier to operate the flights, but these never materialized. Though these are 1998 plans, I decided to include the very short-lived Saab 340 flights from 1999, as the project represents both of these years at the end of the 1990s and it was a cool part of history in that region. However, as the flights did not start until well after FBU closed, I decided to have them use the OSL airport like the route was operated in real life. You can either change the flights to use FBU\ENFB if you wish, or exclude them as technically the routes were meant to replace Air Stord who was still flying FBU-SRP in 1998. Flightplans by Vireak Ball and myself. I will do the repaints myself eventually for the DWAI EMB-110 and TFS Saab 340 if no one else does. Saab 340: EMB-110: Download Teddy Air 1998 Flightplans Here
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Post by chasensfo on Mar 11, 2021 7:40:34 GMT -5
\\Air Stord 1998 Air Stord (1990-1999) IATA: GO ICAO: SOR CALLSIGN: AIR STORD Air Stord operated by Coast Air (1998-1999) IATA: BX ICAO: CST CALLSIGN: COAST CENTER Air Stord was a Norwegian regional airline, based in Stord (SRP) on Norway's West Coast. In 1989, local carrier Partnair failed very shortly after merging with vial Fonnafly in 1989, leaving a gap in air service to SRP. In 1990, local businessmen, who included former owners of Fonnafly, purchased 5 Beechcraft King Airs and began service from both SRP and the larger nearby Haugesund Airport (HAU) as Nye Partnair, Norwegian for "New Partnair". 4 of the King Airs were the "Super King Air" variant, and flew on with the airline for some time, while the lone standard smaller King Air left the fleet in 1991. The airline immediately began flying charters, but also applied for several different routes to larger cities like Stavanger (SVG) and Bergen (BGO) from SRP. While these routes were denied by the government, the carrier was able to start scheduled flights to Oslo (FBU). In 1993, the airline, along with rival Coast Air, were awarded subsidized routes from Skien (SKE) to provide competition to rival Teddy Air, a small carrier with just 1 BN-2 Islander at the time, and to provide more options for local travelers. Around this time, the airline decided to consolidate most of it's operations, and all of the scheduled operations from HAU to the smaller SRP airport, which had no immediate competition. The move was expensive, and required infrastructure to be built at SRP, such as a maintenance hangar. The move was wise, as in 1994, Norway deregulated it's airline industry and Air Stord was free to expand from SRP. Immediately after deregulation, Teddy Air began to compete with Air Stord on the SRP-BGO route. After a brief fare war, the tiny airlines agreed to share the route and cooperated on price and schedules. In 1995, the carrier briefly leased a larger Jetstream 31 from Danish carrier Sun Air on the SRP-BGO route, but this aircraft was returned after the summer season. The following year, the airline briefly added 3 brand-new Do328s to the fleet, much larger than it's King Airs. One of the Do328s was only operated for several weeks with a German registration before the lease was cancelled and the aircraft was returned to Dornier. The other 2 aircraft remained in the fleet and were deployed on the SRP-FBU route. By 1997, the airline retired it's last King Air, and ended scheduled service on all but the route to FBU, which it focused on with increased frequencies as it changed from a local service carrier to a true commuter airline. By years end, however, the airline entered bankruptcy negations and all routes excpet for those to Farsun (FAN) and FBU were terminated. In 1998, the airline stopped flying it's own aircraft to FAN and instead began using 2 Metroliner IIIs operated by Danish carrier North Flying Danmark. After just a few months, these aircraft were replaced by the 2 Jetstream 31s of rival carrier Coast Air, who signed an agreement to operate on behalf of the now larger carrier, Air Stord. Sadly, this moderate expansion was costly for the carrier, as was the move from Oslo's Fornebu Airport to the new Gardermoen Airport (OSL) in late 1998. In an attempt to attract more passengers, the carrier requested permission to operate out of Rygge Air Station (RYG), a military airport with no airline facilities that rival Teddy Air was planning on starting flights from. Both carriers' requests were rejected, and on 19FEB99, the airline shut down having sustained heavy losses on it's 2 routes. Coast Air's Jetstreams returned to the carrier, which continued operating independently until 2008. Flightplans by Vireak Ball. I was unable to find any repaints for this carrier, I will do them eventually if nobody else does. Do328-100: Jetstream 31 operated by Coast Air: Download Air Stord 1998 Flightplans Here
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Post by chasensfo on Mar 11, 2021 8:06:55 GMT -5
\\Gujarat Airways 1998 Gujarat Airways (1995-1999) IATA: G8 ICAO: GUJ CALLSIGN: GUJARATI Gujarat Airways was a small Indian commuter airline, headquartered in Vadodara (BDQ) but operationally based in Mumbai (BOM), which operated for 4 years in the 1990s. Gujarat Airways had a fleet of 4 B1900Ds, which it deployed on multi-stop journeys South and East towards Bangalore (BLR) as well as nonstop flights to smaller cities within an hour or two of flying time from BOM, many of which were largely neglected by scheduled carriers at the time. In 1998, the carrier, had 18 destinations and seemed to usually have a spare aircraft in BOM, and a focus city was operated in Pune (PRQ) with several destinations. Most flights were daily, or at least operated most of the week, in stark contrast to Air India and Indian Airlines who operated most flights 1-3 times weekly and had sporadic schedules. In 1999, the airline failed. Beyond that, there is very little information on this carrier that I could find! Commercial aviation in India in the mid to late 1990s was much more sparse than today, with Air India and Indian Airlines still making up almost the entire domestic airline industry. Given how relatively disconnected India still was at the time from the internet and Western world and the fact that aviation photography was, and still is, illegal at most Indian airports, there is to this day only 1 photo even uploaded to Airliners.net of Gujarat Airways! Therefore, it is unsurprising that not much virtual history has been recorded of this carrier. Any information is apprecated. The repaint is needed for the HTAI B1900D, but I can easily do this one myself if no one else does. From the 1 photo I did find, it appears each aircraft was named. Any photos of the rest of the fleet is appreciated, I will paint all 4 if we at least can find out the name of each airplane. Flightplans by Vireak Ball. Beech 1900D: Download Gujarat Airways 1998 Flightplans Here
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Post by chasensfo on Mar 11, 2021 8:47:23 GMT -5
\\Imair Airlines 1998 Imair Airlines (1995-2009) IATA: IK ICAO: ITX CALLSIGN: IMPROTEX Imair Airlines operated by Veteran Airlines (1995-1999) IATA: IK ICAO: VPB CALLSIGN: IMPROTEX Imair Airlines was a privately owned airline in Azerbaijan, based in Baku (GYD). Imair Airlines was founded in 1994 in direct competition with the state-owned Azerbaijan Airlines, which by the mid 1990s already had some Western equipment and an extensive route network. Flights started in 1995 with a pair of Tu-154Ms and rare IL-76 passenger flights operated by Ukrainian carrier Veteran Airlines. With Sharjah (SHJ) being a very popular holiday destination for Eastern European travelers, flights to SHJ were the most numerous for the carrier during it's first several years, with near daily service and serving the city from both GYD and Ganja (KVD), the second largest city in Azerbaijan. Imair Airlines also served China (URC), Syria (ALP), Uzbekistan (TAS), Turkey (IST), and Russia (DME) with scheduled service by the late 1990s. The aircraft all only flew a few times per week, and generally weren't scheduled for more than 1 to 2 trips from GYD per day, spending a lot of time on their home apron. The Tu-154s wore the airlines modern white and teal livery, while the IL-76s wore hybrid Aeroflot colors with Veteran Airlines titles and logos. By the 2000s, the IL-76 operation ended, and the airline expanded with flights to Kazakhstan, Slovakia, and expanded service to Russia. By the mid 2000s, the airline was flying a large number of charters and began to pop up in Mediterranean destinations in Greece and cities in Eastern and Central Europe like Vienna (VIE) and Warsasw (WAW). Imair Airlines never added any of it's own aircraft beyond the pair of Tu-154Ms, and the carrier shut down in 2009. Flightplans by Vireak Ball. cgold has painted the TCAI Tu-154M here: drive.google.com/file/d/10R98i71gm22Prndw55QD7tR4K7h4Hs2b/view?usp=sharingI was unable to find the Veteran Airlines livery for the RATS IL-76, but you may either use the Aeroflot livery for now or this AI An-12 which wore the same livery flying cargo in the late 1990s: library.avsim.net/search.php?SearchTerm=aian-12_verearan_air.zip&CatID=root&Go=SearchTu-154M: IL-76 operated by Veteran Airlines: Download Imair Airlines 1998 Flightplans Here
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Post by chasensfo on Mar 16, 2021 9:52:43 GMT -5
\\Air Canada 1998 Air Canada (1937 - Present) IATA: AC ICAO: ACA CALLSIGN: AIR CANADA Air Canada is the national airline of Canada, headquartered in Montreal (YUL) and operationally based in Toronto (YYZ), and is one of one of the oldest operating airlines in the world. Founded as Trans-Canada Air Lines (TCA) in 1937, the carrier was founded as a transcontinental airline to connect Canada's East and West Coasts with 2 Lockheed 10 Electras and a Boeing Stearman. The airline's first route was from Vancouver (YVR) to Seattle (SEA) with a $14.20 roundtrip airfare. By 1939, the fleet had grown to over 30 airplanes, and service was extended to Montreal's Mirabel Airport (YMX). Meanwhile, rival Canadian Pacific Airlines, stuck on the West Coast unable to get approval for it's own transcon flights, looked to merge with TCA, but this was rejected, though the 2 airlines would merge almost exactly 60 years later. After WWII when travel picked up and there was a surplus of transport planes allowing fleet expansion, the government made some changes allowing Canadian Pacific to start some transcon routes while TCA was forced to relocate it's headquarters to YMX. DC-3s and other ex-military aircraft joined the fleet, and for the next 20 years, TCA and Canadian Pacific would fight for control of the majority of the Canadian traffic, with TCA eventually pulling away in the 1960s as the dominant carrier and national airline. Vickers Vanguards and various other turboprop modern aircraft joined the fleet, followed by DC-8s at the dawn of the jet age. International expansion followed as the DC-8s could operate routes to Western Europe from YMX and YYZ nonstop. In 1965, TCA was renamed "Air Canada". Until the Canadian government deregulated new route authority in 1978, Air Canada enjoyed a monopoly on many routes both domestically and internationally. However, from 1978, Air Canada found itself competing with Canadian Pacific, now known as CP Air. By this time, Air Canada had a modern jet fleet of 727s, DC-9s, L-1011s, DC-8s, and 747s while it also operated pure cargo DC-8s with a freight subsidiary. Air Canada focused on trans-border routes to the USA, flights to Europe, and leisure destinations in North America primarily, which CP Air flew across Asia and the Pacific. In 1988, Air Canada was privatized, and it's rival CP Air had absorbed Pacific Western Airlines to become "Canadian Airlines", and now had a large fleet to rival that of Air Canadas. Intense domestic and trans-border competition erupted, and rapid expansion by US carriers to connect passengers from Canada via their own hubs made the situation worse for Air Canada. The carrier responded by offering 747 flights from US Cities not too fare from the border, like Cleveland (CLE), to Europe. Loads were poor, and the flights were short-lived. Air Canada would lose money the next several years through 1994, and also relocated from YMX to Montreal's Dorval Airport (YUL), though some flights remained for some time. Air Canada became a very early operator of the A320s, which were in service by 1990 wearing a new modified livery with bolder stripes including one burgundy colors and larger titles. Leisure airlines, such as Air Transat, Royal Aviation, and Canada 3000, rapidly expanded, and forced Air Canada to centralize most of it's leisure routes out of YUL, forfeiting much of the YYZ leisure traffic to these carriers. In 1995, Air Canada introduced another new livery, with an all white fuselage and a black tail with a computer graphic maple lead with a "3D" appearance. CRJ-100s joined the mainline fleet, with Air Canada being the launch customer, and allowed expansion into smaller US markets like St. Louis (STL), Milwaukee (MKE), and Nashville (BNA). Air Canada's A320 fleet grew, while the L-1011s and 727s were retired around the time the first A319s began to arrive in 1997. That same year, Air Canada, along with SAS, United, Varig, and Thai International, was a founding member of the first formal global alliance, the Star Alliance. The Star Alliance was only preceded by Northwest and KLM's 1994 alliance, which would eventually become part of SkyTeam. By the end of 1997, the vast majority of the fleet had been repainted in the new colors, with just a few DC-9-32s and A320s remaining in the old red and burgundy colors, and all aircraft in the new colors wore a Star Alliance badge near the front of the fuselage. A340-300s began to arrive, joining the airline's small 747 fleet with just 3 each of the 747-400 Combi, 747-100, and 747-200B Combi. Canadian's dominance of the Pacific market was clear in 1998, with Air Canada only flying a handful of routes into Asia, all with A340-300s, and Hawaii routes were operated just once per week. Though YVR was a hub, destinations were limited to a few West Coast US cities, some European routes, and other large cities in Canada due to the strong presence of Canadian and various leisure airlines. The Airbus fleet did the bulk of the leisure, trans-border, and domestic flying, while the DC-9-32s were phased out of most of their YVR routes and were mostly deployed in the Eastern half of North America. DC-9-30s did sometimes sub for the Airbuses, especially from Air Canada's large Calgary (YYC) hub, and still popped up fairly often in cities like San Francisco (SFO) and Los Angeles (LAX). Because of this, I assigned some extra Airbuses generated by the flightplans flying some of these routes to the DC-9s. The 767-200 fleet was large and flew the vast majority of international and transcon routes, including US transcon routes from YYZ and YUL, and also some leisure destinations, especially on the weekends. A small fleet of 767-300s operated the airline's flights to Tel Aviv (TLV) as well as some domestic and European services. London Heathrow (LHR) and Frankfurt (FRA) were focus cities, with some of the larger aircraft like the 747s and A340s based there doing flights to various Canadian cities and returning back, and several larger Canadian cities like Halifax (YHZ) which were not quite focus cities still retained transatlantic service. With the exception of the routes from YVR and some of the longer trans-border routes, Air Canada generally operated with high frequencies to compete with the US airlines and connect passengers in YUL and YYZ on to longer flights. Some larger cities in the Eastern US like Chicago (ORD), New York (LGA), and Washington DC (DCA) also had flights to smaller hubs like Ottawa (YOW) and Winnipeg (YWG), but most US cities only had service to YUL or YYZ. By the end of 1998, Air Canada was hit with it's first pilot strike, and was forced to cancel many flights for several weeks. The first 2 A330-300s arrived by the end of 1999 and remain in service today. By 2000, Air Canada began transferring mainline CRJ-100s to regional subsidiary Jazz, who was already flying Avro RJs larger than the CRJ, and abandoned the type. In 2001, Air Canada and Canadian Airlines merged to become one huge national airline. The merger would bring more 767-300s and 747-400s to the fleet, while adding the 737-200. The 737-200s were used to launch "ZIP", a new low cost subsidiary with the planes painted in different bright colors to compete with Westjet and the various leisure carriers who operated domestic legs to an extent as well. Some 767s were then used to launch "ZOOM", which used 767-300s on longer flights. Over the years, Air Canada would introduce 2 more low cost subsidiaries, Tango with 737-200s and A320s and Rouge with it's Airbus fleet and 767-300s, and struggles domestically against the leisure carriers and arch rival Westjet to this day. The 747s would all leave the fleet in the early 2000s, with the A340s following not long after, including the A340-500 which was briefly operated. Today, Air Canada is in the process of retiring most it's Airbus fleet, or transferring the planes to Rouge, with the intent of 737MAX8s and Airbus A220-300s taking over the routes. 777-200LRs, 777-300ERs, and 787-8\9s make up the international fleet, and the last 767s have been transferred to Rouge as well. Today, Air Canada has a massive network compared to 1998, and is still one of the largest Star Alliance carriers. Flightplans by Miguel Ceballos and myself. Note that these plans generated a fair amount of extra aircraft, but I was able delay some flights like real life and add in some ferry flights between hubs to patch them together. All repaints are completed except for the Olympic special 767-200, and only was able to find the CDAI version of the CRJ-200. As Michael Pearson did 4 versions of the 767-200, I included those for fleet variation so you're unlikely to see the same tail number parked together. The following repaints are available: FAIB 747-400M: library.avsim.net/search.php?SearchTerm=faib_747-400_aca.zip&CatID=root&Go=SearchFAIB 747-200BM: library.avsim.net/search.php?SearchTerm=faib_747-200_aca.zip&CatID=root&Go=SearchFAIB 747-100: library.avsim.net/search.php?SearchTerm=faib_747-100_aca.zip&CatID=root&Go=SearchFSPX A340-300: library.avsim.net/search.php?SearchTerm=fspxai_a340-300_aca.zip&CatID=root&Go=SearchFAIB 767-300: library.avsim.net/search.php?SearchTerm=faib_767-300_aca.zip&CatID=root&Go=SearchFAIB 767-200: library.avsim.net/search.php?SearchTerm=faib_767-200_aca.zip&CatID=root&Go=SearchFAIB A320: library.avsim.net/search.php?SearchTerm=faib_a320-200_aca.zip&CatID=root&Go=SearchFAIB A319: library.avsim.net/search.php?SearchTerm=faib_a319-100_aca.zip&CatID=root&Go=SearchFAIB A319 Retro: atcorepaints.files.wordpress.com/2017/12/faib_a319_aca_v2.zipAIA DC-9-30 (includes entire native FS9 native 1994 fleet): library.avsim.net/search.php?SearchTerm=air_canada_fleet_circa_1994.zip&CatID=root&Go=SearchCDAI CRJ-100 (converts fine with ModelConverterX): library.avsim.net/search.php?SearchTerm=cdaicrj200acc.zip&CatID=root&Go=Search747-400M: 747-100\200BM: A340-300: 767-300: 767-200: A320: A319: DC-9-30: CRJ-100: Download Air Canada 1998 Flightplans Here
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Post by chasensfo on Mar 17, 2021 1:39:45 GMT -5
Regarding the Mesa B1900Ds, it turns out I have the 90s livery needed for Mesa and America West Express! But I have no idea where I got it from. Any help is appreciated. I can host it temporarily, but I figured I'd ask you guys first. Was this maybe an APG Designs paint by cgold or someone?
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Post by cgold on Mar 17, 2021 7:15:14 GMT -5
Not me but go ahead and host it!
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Post by funk on Mar 17, 2021 11:01:21 GMT -5
The Mesa Airlines Beech 1900D you show in the picture is from the big United Express package Eduardo Villanueva did a couple of years back. there is also a Beech 1900C with the 90's c/s inside. Also the suggested file I posted earlier has a Mesa Beech 1900D in 90's c/s just with a different serial.
Alex
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Post by chasensfo on Mar 17, 2021 12:42:38 GMT -5
The Mesa Airlines Beech 1900D you show in the picture is from the big United Express package Eduardo Villanueva did a couple of years back. there is also a Beech 1900C with the 90's c/s inside. Also the suggested file I posted earlier has a Mesa Beech 1900D in 90's c/s just with a different serial. Alex Thanks, I'll find a link for that later when I have time and update my plans. As for the file you posted, I think that one only had the 2000s livery where the green was replaced by purple and the new "sun" logo was on the tail, wasn't it?
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Post by funk on Mar 17, 2021 13:38:00 GMT -5
That is how it looks. Attachments:
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Post by chasensfo on Mar 17, 2021 18:40:37 GMT -5
Woah, that's it! Odd, when I checked the file on AVSIM with 3 paints, it didn't have that one, maybe there is more than 1 with 3 variations? Thanks for the info again.
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Post by wernerw on Mar 18, 2021 17:30:54 GMT -5
Just downloaded Tower Air FP. Airport "EDOL", Oschersleben former GDR, only has a 600 meters runway. Please check.
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