No one is harassing anybody, no harassment intended and my words doesn't feel like a bloody harassment
But alright I understand. Maybe i shouldn't ask for paints too much
Woaaaaah pump the brakes! Did a post get deleted?!
Yes, as with every airline we release, we will paint up the jets. But yes, most of these liveries are already released...just not on P3Dv4 models. For you FS9 users, no problem, plug and play. Just change Nagyoa RJNA to RJNN in the flightplans and delete the top "Fsx days=false" line.
Thai International Airways (1960 - Present) IATA: TG ICAO: THA CALLSIGN: THAI INTER
Thai International Airways is the national airline of Thailand, and is a long-established global carrier. Thai Airways has had a rich history, being the only Southeast Asian airline to have expanded across the entire globe by 1998. Thailand has some of the most liberal traffic right in the world, allowing most any airline to launch flights to 3rd party countries from DMK while selling tickets. In exchange, Thai enjoyed great reciprocal benefits with other nations and often routed aircraft through other countries enroute to the final destinations, especially in Northern Aisa. While the airline was modernizing, in 1998, it still had a very interesting fleet including the ATR-42, ATR-72, 737-400, 747-300, 747-400, 777-200, A330-300, A300-600R, A300B4, and MD-11! Thai had a virtual monopoly on the Thai domestic market, with Bangkok Airways as the only real competition as the only other scheduled carrier. The 737-400s and A310s didn't leave the country much, but the A300s reach as far out as Perth. Almost all long haul flying is out of BKK, with a few airports having regional Asian flights or the odd Australia flight. Many tag-on routes across Europe and the Middle East like KHI-MCT, FCO-ATH/MAD, AMS-ZRH, ect. Thai also had a small focus city in SIN at the time. The DC-10-30 was retired in early 1998 last flying a BKK-MUC-IST route, I have included this as a bonus(Note: IST was dropped as the DC-10 was retired, and MUC reduced to a 3x weekly MD-11 flight). The DMK airport in Bangkok was very much alive in 1998 and this package will help bring the airport to its' former international hub status. The airline was a founding member of the Star Alliance, and like the other founding members, had an aircraft in a special Star Alliance livery(an A300-600R). While Thai Airways was one of the safer carriers in Southeast Asia at the time, it did have it's share of a string of fatal accidents in the 1980s and a high loss of life in a 1992 A310 crash. The final horrific accident would occur in 1998 when one of the included A310s would be lost on approach to Surat(URT) crashing into a rice field on approach killing 101 out of the 146 people on board. Thai Airways would expand drastically when the new Bangkok Airport (VTBD) opened years later and at one point operated A340-500s nonstop from BKK-LAX on one of the longest flights on earth. Today, the airline boasts a modern feet including the Airbus A380.
Some repaints needed, especially with the special King's logos worn by most of the fleet(but not the classic and soon-to-be-retired jets) in 1998, but here are some suitable available repaints:
Garuda Indonesia (1949 - Present) IATA: GA ICAO: GIA CALLSIGN: INDONESIA
Garuda Indonesia, based in Jakarta(CGK), is the national airline of Indonesia, and one of the largest airlines in Asia as well as one of the oldest, founded in 1949 and Indonesia Airways. Due to the geography of Indonesia with the country split up into many islands, air travel was a popular means of transportation early on and the airline expanded rapidly. By the mid 1990s, Garuda Indonesia was a true global carrier serving just about every corner of the globe except for South America. However, the 1997 Asian Economic crisis took a big toll on Garuda, as it did on many other airlines in the region, and by 1998 the airline had already made deep cuts to it's network. Still, 1998 was very interesting fleet-wise for Garuda, still active were the Fokker 28(3000 and 4000), A300B4, A330-300, DC-10-30, MD-11, 747-200, 747-400, 737-300, 737-400, and 737-500. Long haul flights were mostly flown by 747-400s and the new A330-300s, though the 747-200s were used on the few remaining scheduled Middle Eastern routes. The DC-10s and A300B4s mostly did domestic and regional flights, Fokker 28s stayed domestic while the 737s actually did a few routes into Western Australia. Only 1 MD-11 route was left as the type was near retirement at the time and the majority of Garuda's own MD-11s flew Hajj trips at the time. In addition, Garuda had leased a 747-300 from both Corsair, 747-200s from Singapore, Kuwait, and Tower Air, 3 MD-11s from World, and a 767-300 from Britania to preform Hajj flights to JED as a majority of Indonesians are Muslim. All these Hajj leases wear a hybrid Garuda livery, and the 767 flies a DPS-KHH-DPS route as well as Garuda didn't serve Taiwan at the time with it's own aircraft for political reasons. Hajj flights to JED originate from all over the country, including CGK, BDO, SUB, DPS, ect as well as some nearby nations like the Philippines, Singapore, and Brunei. JED will be very active with Hajj flights in this project and Gardua is an important component of that traffic. As for the regularly scheduled flights, Garuda Indonesia maintained most of it's Australian network and several of it's European routes, however, it had been banned from flying to the United States due to it's poor safety record. While Southeast Asia still had a troubled accident rate in general by 1998, Garuda Indonesia was one of the worst with 17 fatal accidents by 1998 and many more non-fatal hull losses! The latest accident in 1997 killed 234 passengers with the loss of an A300B4 in a preventable accident that was jointly caused by poor decisions from both ATC and the flight crew ultimately leading to controlled flight into a mountain at high speed in inclement weather. The year before, a DC-10-30 was lost in FUK. Beyond the termination of flights to the USA, international confidence was shaken in the carrier and bookings from Europe began to dwindle. As far as domestic flights go, Garuda mostly only flew between the large Indonesian cities. Secondary cities only usually had a few daily flights(often just 1), or no service at all. There were several competing domestic carriers in Indonesia at the time which kept the domestic network well connected. In addition, for a very short time in 1998, Garuda had leased a 737-200 from Transmile who operated it in full "Garuda Cargo" colors on a CGK-SIN-CGK route. This, too, is included with a representative schedule. Other than the hybrids, the rest of the fleet wore the basic livery worn from the 1980s through 2000s. Getting through the next decade would bring more trouble, as 9/11 would further effect bookings and more negligent fatal accidents would occur leading to a 2007 ban on flights to the European Union for all carriers in Indonesia, including Garuda. But by 2009, the bans to the EU and the USA were lifted, and the airline again began to expand and add new aircraft like the 777-300ER and is today a member of the SkyTeam alliance.
The Corsair 747-300 hybrid, the 737-500, and the Fokker-28-300R do not have repaints that I know of. The following liveries are available:
FMAI Fokker 28-400: On Avsim as "fokker_f28_ai.zip"
FAIB 737-300\737-400, TFS A300B4: On Avsim as "garuda_indonesia_fleet_1994.zip".
MIAT was the Mongol aviation entity in 1998, and handled all domestic flying, cargo, mining transport, crop dusting, ect. These plans will bring 1998 Mongolia to life, especially Ulaanbaatar. Only scheduled international flights were in the OAG, the domestic stuff was more like a charter operation. In a nut shell:
-A310/An-24/727s used on scheduled flights(all international) -3rd 727 in fleet but not used, does a flight to ITM/RJOO where it sits for maintenance as in real life. -Y-12 used for majority of domestic network, while a larger fleet of An-24s serve longer routes and supplement the busiest shorter routes from ULN. Routes based off 2004 routemap. -An-26s used as combis, connect the mine towns with the biggest cities. -An-30 used for survey, mostly sits at ULN. -Mi-8T helicopters actively fly a few times per week from ULN. -29 An-2's preforming transport, crop dusting, and other missions all fly 1-2x weekly and are usually mostly on the ground at ULN with a few at other big cities. An An-2 makes touch and goes daily between 1200-1300 and 1500-1600 at ULN. Some days 0800-0900 as well.
Click here to see the ramp at ULN with some of the An-2s.
Minebea operated a long DC-10-30C in a pax/cargo config as a corporate shuttle operating between Singapore and Tokyo, Los Angeles, and Bangkok. Spends a lot of time on the ground at it's destinations. Jason King has done the paint, it is on Avsim as "aim_dc1030_minebea-nmb.zip".
***The following cargo plans are either created by me and representative, or are adapted from flightplans by others from the 90s or early 2000s with full credit to those authors. Flightplans by others will contain a read-me file with credit to the author, and all plans are by authors who gave permission to share with credit in the original licence. These are not 100% accurate***
//Air China Cargo 1998 CA/CAO(CCAC used in many AFCADS) "AIRCHINA FREIGHT"
Air Koryo Cargo (1990 - Present) IATA: JS ICAO: KORC CALLSIGN: AIR KORYO
Air Koryo's 3 IL-76's were operated as Air Koryo Cargo. Beijing gets at least 1 flight daily, sometimes 2, while there is a limited network of domestic flying and a few other international destinations that are sparsely served. The texture for the RATS IL-76 is on Avsim as "air_koryo_il-76md.zip".
Japan Air Commuter JAC (1983 - Present) IATA: 3X ICAO: JAC CALLSIGN: COMMUTER
Japan Air Commuter, or JAC, was originally a subsidiary of TOA Domestic Airlines, which later became Japan Air System (JAS). Initially, the airline operated Do-228s on commuter services across Japan, but later added the YS-11 in the late 1980s and then the Saab 340 in the early 1990s. By 1998, JAC had retired the Do-228 and had a split fleet of YS-11s and Saab 340s flying regional services around Southern Japan for JAS, with hubs in FUK, ITM, and KOJ. At the time, the airline faced intense competition from ANA's domestic subsidiary, ANK, who operated many of the same routes with both YS-11s and jets. It appears that all aircraft wore the standard livery with the white fuselage and JAC tail, the stripped livery mimicking that of JAS was already gone. However, some YS-11s had a logo by the door while most did not. The company would continue expanding across Japan, and would become part of JAL when JAS and JAL merged in 2006. Today, the airline is still active flying commuter routes on behalf of JAL with Q400s and Saab 340s.
KLM Cargo is the cargo division of the Dutch global carrier KLM Royal Dutch Airlines. The earliest evidence of KLM having a dedicated cargo fleet is in 1972, when DC-8s retired from passenger service were converted to freighters and began operating with "KLM Cargo" titles. Several DC-8s were added to the fleet over the next 8 years, but after 1980, there is evidence that KLM Cargo paused all cargo operations until 1998 when a few 747-206BMSUDs(or 747-200B Combi variants with a side cargo door and a stretched upper deck giving it the appearance of a 747-300) were converted to a cargo role and began scheduled cargo flights on behalf of KLM. In the late 1990s, the flights were operated to the Pacific Rim, usually non-stop to Asia Eastbound and stopping in DXB or ALA often Westbound. The aircraft did service Hong Kong's Kai Tak(VHHX) in it's final days, and also flew several different routes connecting Singapore(SIN), Kuala Lumpur(SZB) and Penang(PEN), as well as some flights to Japan and China. This new cargo service was short lived, as in 2003, KLM reached an agreement with Martinair to operate 747-400Fs under the KLM Cargo branding, and these aircraft quickly appeared replacing KLM Cargo's own 747s by the year's end. The agreement with Martinair continues to this day, and the aircraft fly a global network beyond Asia to points in North America, South America, and Africa.
These flightplans, like most 90s cargo plans for the time being, are representative. However, they are based on early 2003 KLM flightplans that were flown by KLM Cargo pre-Martinair and the original author was simply listed as "firstname.lastname@example.org", so credit goes to Silvester. All I did was remove aircraft not active in the late 1990s, backdate the airports, and delete routes the appeared to not start until the 2000s.
Historically, Amsterdam-based(AMS) Martinair of Holland was primarily a passenger carrier until the 20th century, with the roots of it's passenger flights dating back to 1958. In 1991, Martinair introduced a cargo division, converting older 747-200s and later adding MD-11s. In 1998, the cargo division was just 7 years old, consisting of 2 747-200s and several MD-11s. The 747-200 was mostly used to serve points in Asia and India, with stops in the Persian Gulf en-route, and also on a route to South Africa via stops in Central Africa. The MD-11s were used extensively across Africa, North America, and South America but also operated some short services like AMS-STN. Notebly, some routes passed through Benghazi, Libya(BEN) at the time! In 1998, the aircraft wore special titles celebrating the 40th operational anniversary of Martinair. Over the next several years, Martinair would transition into becoming primarily a cargo carrier, and the passenger division was retired in 2011. The Cargo division is still going strong, flying on behalf of KLM Cargo with just 1 aircraft left in Martinair's colors as of summer 2020.
These flightplans are representative, based on 2001 web data and 2003 flightplans by "email@example.com", credit goes to them for the original plans. Airports backdated and routes known to start in the 2000s were removed.