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Post by chasensfo on Jan 11, 2022 12:45:18 GMT -5
\\Cyprus General Aviation 1998 AIMES - Flight Operations (1993-2003) IATA: NONE ICAO: NONE CALLSIGN: USES TAILNUMBER Transair (1986 - Early 2000s) IATA: NONE ICAO: NONE CALLSIGN: USES TAILNUMBER NCA Executives Express (1990 - Early 2000s) IATA: NONE LISTED ICAO: NEW CALLSIGN: NEW CLIPPER Larnaca (LCA), the main commercial airport in Cyprus, had a sizable general aviation presence in the 1990s, as did Paphos (PFO), the secondary commercial airport. Beyond these airfields, there were few airports in Cyprus other than Ercan (ECN) on the Turkish side of the island and some airbases. While most of these aircraft were privately owned, there were a few commercial companies offering charter flights from LCA at the time. As Cyprus is a big holiday spot for the Middle East and Europe alike, the carriers of Cyprus have access to airports beyond the political scope of most companies at the time, such as those in Syria. Founded in 1993, AIMES - Flight Operations was operating a pair of 727-100s in an all-VIP configuration which primarily served the Middle East and Europe but also provided services as far out as India and Southeast Asia. Transair, founded in 1986, was a L-1329 Jetstar operator primarily shuttling VIPs between Cyprus and the Middle East, but also ventured into Europe. NCA Executives Express operated a Piper Navajo mostly on sightseeing flights domestically as well as to Lebanon and Turkey. By 2003, all these companies would vanish. I have assigned representative but plausible flights for these aircraft based on various data, and they spend their downtime at LCA, to enhance my 1998 scenery for that airport. A future update will add private general aviation aircraft as well. Repaints are needed, you may use generic liveries for now if you wish. AIMES - Flight Operations 727-100 VIP Charters: Transair L-1329 JetStar VIP Charters: NCA Executives Express PA-31 Navajo: Download Cyprus General Aviation 1998 Flightplans Here
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Post by chasensfo on Jan 11, 2022 13:08:10 GMT -5
Thanks to @jasfomoz for the info to create these plans. \\McDonnell Douglas Test Flights 1998 McDonnell Douglas (1921-1997) IATA: NONE LISTED ICAO: MCD (also use "BOE" for the 717) CALLSIGN: DOUGLAS (use "BOEING" for the 717") McDonnell Douglas, originally known as the Douglas Aircraft Company, was one of the major developers of commercial aircraft until the turn of the century. Founded in Long Beach (LGB) with a large factory on the North-side of the airfield, everything from the DC-1 to the MD-11 and MD-95 were built there. A range of military aircraft, ranging from the C-47 through the C-17, were also built in LGB and eventually had their own factory on the West-side of the airfield. Though aircraft were built and painted in LGB usually, several other airports were used. Test flights frequently were operated to Yuma (YUM), Palmdale (PMD), Edwards Air Force Base (EDW), Victorville (VCV), Mojave (MHV), Ontario (ONT), San Bernadino (SBD), Palm Springs (PSP), and Imperial (IPL). During MD-11 development, the cabin interiors were done in MHV and the aircraft often sat there for some time. Test flights often resulted in long periods of touch-and-go landings, though sometimes planes would simply fly there for lunch and the crews would return. In 1996, Boeing announced a takeover of McDonnell Douglas, and the newest airline, the MD-95, would be renamed the Boeing 717. The MD-80 series, MD-90, MD-11, and Boeing 717 were the commercial aircraft in development at the time. Most remaining MD-80s were MD-82s headed to TWA (and later American Airlines), while Saudia was the largest MD-90 customer along with Chinese and Taiwanese carriers, and Thai Airways was to become the last airline to accept delivery of a passenger MD-11, with the rest being developed as freighters. 2 Boeing 717s were out for testing, both in different liveries with the #2 bird wearing primer. In addition to these activities, in 1999 the first FedEx DC-10-30 was converted to an MD-10-30 in LGB, and the aircraft wore a special McDonnell Douglas livery promoting the MD-10 conversion. On the military side, C-17s and KC-10s were also in production at LGB, though in much smaller numbers than the airliners. This was the end for McDonnell Douglas, and within 2 years production would slow to just military aircraft and the Boeing 717, with Boeing deciding that the MD-90 and MD-11 competed too directly with its own products, before the 717 line would be ended for that very reason by 2006. The proud LGB factory would promptly be closed and demolished to create space, while military production continues at LGB as does production for Gulfstream who also has a factory there. Most aircraft in these flight plans fly 1-3 test flights per week and otherwise sit in LGB at the factory. MD-11s often sit in MHV a few days to simulate the cabin installation. Once in a while aircraft will do touch and go landings in LGB, but usually, they go to other airports. The 717s fly every day Monday thru Friday simulating the heavy testing for the type at the time. These plans will fill all the proper parking for my 1998 LGB scenery. Make sure you create new .cfg entries to give aircraft in these plans "RAMP" parking and the "MCD" code with the "Douglas" callsign ("BOEING" for the 717 and C-17). These plans will serve fine to fill LGB for any era, just simply change the aircraft (like DC-9s and DC-10s for the 80s or MD-80s and passenger MD-11s for the mid 90s, etc). Some repaints such as the MD-10, MD-90 of Aserca Airlines, and Boeing 717 in primer are needed, the following are available: FSPX MD-11F EVA Air Cargo by Ranmori Scythe: drive.google.com/drive/folders/1kd8VJG7LoxFyq6b6V8PNIWc0U-EvkBUD?usp=sharingUTT MD-11F Saudia Cargo: library.avsim.net/search.php?SearchTerm=utt_saudi_arabian_md11.zip&CatID=root&Go=SearchFSPX MD-11F Martinair Cargo: library.avsim.net/search.php?SearchTerm=fspxai_md-11_mph_cargo.zip&CatID=root&Go=SearchFSPX MD-11F Lufthansa Cargo: www.juergenbaumbusch.de/?p=7848FSPX MD-11 Thai International: library.avsim.net/search.php?SearchTerm=fspxai_md-11_tha.zip&CatID=root&Go=SearchAIM KC-10A (large package): www.dropbox.com/s/69nlwp24qvv3fym/aim_kc10a_united_states_air_force.zip?dl=0RWAI C17A (large package): militaryaiworks.com/download-hangar/file-library/download/96-official-maiw-conversion-packages/1362-maiw-rwai-c-17-globemaster-iii-conversionAIA MD-90 Saudia: library.avsim.net/search.php?SearchTerm=md-90_saudi.zip&CatID=root&Go=SearchAIA MD-90 China Northern: library.avsim.net/search.php?SearchTerm=aia_md-90_cbf.zip&CatID=root&Go=SearchAIA MD-90 China Eastern: library.avsim.net/search.php?SearchTerm=aia_md-90_ces.zip&CatID=root&Go=SearchAIA MD-90 Japan Air System (fleet by Ranmori Scythe): drive.google.com/drive/folders/1lbyOcm2gkjjS6tovoatd-oL4d5mhtjxq?usp=sharingAIA MD-90 Great China: library.avsim.net/search.php?SearchTerm=aimd90gca.zip&CatID=root&Go=SearchAIA MD-82 FAT: library.avsim.net/search.php?SearchTerm=aimd82ef.zip&CatID=root&Go=SearchAIA MD-82 TWA (standard and Long Beach liveries): library.avsim.net/search.php?SearchTerm=aia_m80_twa.zip&CatID=root&Go=SearchAIA 717-200 Boeing House: library.avsim.net/search.php?SearchTerm=aia_717-200_boeing.zip&CatID=root&Go=SearchTest flight routemap: Download McDonnell Douglas Test Flights 1998 Flightplans Here
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Post by chasensfo on Jan 14, 2022 0:27:23 GMT -5
Grand Air Philippines has been updated to v2 (more realistic cruise speeds, re-ordered aircraft for better parking, added numerous charters and 2nd A300) \\FedEx Feeder Philippines 1998 FedEx Feeder Philippines operated by Corporate Air (1995-2008) IATA: FX ICAO: FDX CALLSIGN: CORPORATE In the 1990s, Corporate Air (a Billings-based cargo carrier) was operating 4 Caravans in the Philippines on behalf of FedEx Feeder. The Filipino flying connected Manila 3 times daily with the nearby FedEx global Asia hub at Subic Bay (SFS), while a 4th flight was operated to Clark (CRK). The flights operated Monday thru Friday normally with the aircraft resting in Subic otherwise. The aircraft leave SFS in the early morning, sit most of the day in MNL or CRK, then return in the evening to feed the FedEx hub. When the new Guangzhou (CAN) airport opened in 2004, the FedEx hub in SFS was moved to CAN and expanded. The flights ended in 2008, very shortly before the Subic hub was closed entirely in 2009. Flights are representative, but the routes and nature of the operation are real. I couldn't find the HTAI repaint on Avsim, but it is in World of AI and AIG packages. Cessna 208B: Download FedEx Feeder Philippines 1998 Flightplans Here
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Post by chasensfo on Jan 18, 2022 0:49:28 GMT -5
***DELETE BUSINESS EXPRESS 1998 IF YOU HAVE IT INSTALLED BEFORE INSTALLING THESE PLANS*** \\Delta Connection 1998 Delta Connection operated by Comair (1984-2012) IATA: OH ICAO: CAW (also use DALX for parking) CALLSIGN: COMAIR Delta Connection operated by SkyWest Airlines (1987 - Present) IATA: OO ICAO: SKW (also use DALX for parking) CALLSIGN: SKYWEST Delta Connection operated by Atlantic Southeast Airlines - ASA (1984-2011) IATA: EV ICAO: ASQ (also use DALX for parking) CALLSIGN ACEY (changed to "CANDLER" from 1999-2006 then back to "ACEY) Delta Connection operated by Business Express - BEX (1984-2000) IATA: HQ ICAO: GAA (also use DALX for parking) CALLSIGN: BIZEX Delta Connection is the regional subsidiary of US major carrier Delta Air Lines, with flights operated by a variety of regional airlines across the United States. Prior to 1984, Delta Air Lines, and most other US airlines, simply codeshared with commuter\local service airlines to feed connections at their hubs. These flights were operated independently by the smaller carriers who sold their own tickets and whose planes wore their own titles and liveries. In 1984, Delta joined the trend of signing some of these carriers to dedicated contracts to operate under the "Delta Connection" banner and to exclusively serve the Delta network. The first 2 airlines signed to these contracts were Atlanta (ATL)-based Atlantic Southeast Airlines (ASA), Boston (BOS)-based Business Express Airlines (BEX), and Cincinnati (CVG)-based Comair. While both of these carriers retained their own liveries for some time, all future expansion was dictated by Delta, independent ticket sales and codeshares with other carriers not associated with Delta ceased, and all airport operations were relocated to better feed Delta's facilities. ASA took over several gates on a Concourse in ATL which grew into many parking spots, BEX moved to the end of a Delta terminal in BOS, and Comair began an ever-growing operation adjacent to Terminal A in CVG. Initially, smaller props were operated on these services, with aircraft such as the EMB-110, Beech C99s, Metroliner II\III and DHC-6 with Shorts SD3-30\60s being the largest Delta Connection aircraft until DHC-7s, EMB-120s, and Saab 340s appeared in the mid-1980s. Business Express Airlines acquired Fokker 28 operator Pilgrim Airlines in 1986 but elected not to operate the Fokkers for Delta Connection and instead sold them. With Delta's merger with Salt Lake City (SLC)-based Western Airlines, Delta inherited SkyWest Airlines as its first West Coast Delta Connection carrier, who at the time was operating Metroliners from hubs in SLC and Los Angeles (LAX) with a large order placed for EMB-120s. BEX added B1900Cs to its fleet around this time to replace smaller Beech C99s, while ASA and Comair began to replace the smaller 19-seat Metroliner, DHC-6, and EMB-110 aircraft with EMB-120s and Saab 340s (for Comair) in large numbers. ASA began quickly growing in Dallas (DFW) to feed Delta's large hub there, with a commuter terminal being constructed for these flights that today serves the likes of United and Spirit. The turn of the 1990s saw aircraft painted into Delta Connection liveries which mimicked the Delta "widget" colors, though Comair and ASA would not paint their EMB-120s for some time, and SkyWest's were delivered in Delta-like red, white, and blue stripes already. In 1992, BEX added BAe 146-200 jets to its fleet, becoming the first Delta Connection carrier to operate jets, and a pair of smaller Avro RJ70s with glass cockpits and better avionics were added in 1993. Not long after, ASA also launched jet services acquiring most of the BEX BAe 146s between 1993 and 1996 as BEX found the type too large and expensive for its route network consisting of mostly 20-45 minute short flights. SkyWest also joined the jet age in 1993 deploying the first CRJs in the Delta network with CRJ-100s launched on services from SLC. Up until the mid-1990s, Delta Connection operated a vast point-to-point network that not only connected smaller airports to the main Delta hubs but also to many other small and medium-sized cities. SkyWest had also built up a new smaller hub in Portland (PDX) to feed Delta's transpacific flights from that city. By 1995, Delta decided to wind down the majority of the West Coast flying not aligned with it's SLC hub, and Delta's own international presence at LAX and PDX began to shrink. All the Delta Connection carriers except for BEX had also retired their aircraft with less than 30-seats at this point, and with them many of the tiny destinations like Palmdale (PMD) and point-to-point flying disappeared, making the Delta Connection of 1996 very different than that of 1994. Comair had been steadily adding its own large fleet of CRJ-100\200 jets and Delta announced the intention of turning CVG into a "jet port" with an entire terminal dedicated just to Comair's CRJ and EMB-120 flights opening in the late 1990s. Comair also began feeding Delta's Florida hubs, operating numerous intra-Florida routes and opening hubs in Orlando (MCO) and Miami (MIA). Delta purchased Comair, making it the only wholly-owned regional partner, and opened the "Delta Academy" which was a large flight school that graduated students to become pilots at Comair. Business Express had by then either retired or sold all of its Bae 146\Avro RJs, and ASA, in turn, retired their own Bae 146 fleet shortly after in 1997, replacing the type with ATR 72s and CRJ-100\200s. By 1998, the CRJ was the only jet that remained in the Delta Connection fleet, with SkyWest operating several examples and Comair having amassed a large and growing fleet. SkyWest's PDX hub had been dismantled, with flights only remaining to San Francisco (SFO) and Vancouver (YVR) while a few EMB-120 routes remained from LAX that would disappear by the end of the summer (making this the last schedule for the Delta Connection LAX hub of the 90s). SLC had grown into a large Delta Connection hub with flights all around the Pacific Northwest and Southwest USA as well as the Great Plains region. Comair had grown huge at CVG, adding many new cities while replacing Delta mainline aircraft with higher frequencies on routes to many cities in the US Midwest and Southeast. ASA's EMB-120s and CRJs had an expansive network covering the area between the Southwestern and Southeast United States with many cities served from both ATL and DFW. BEX mostly stuck to the Northeastern United States and Canada with a large fleet of Saab 340s and the last B1900s retired, and the carrier also had a small hub at New York's La Guardia Airport (LGA). Though the "Ron Allen" livery had come out in 1997 and already had been applied to a sizable number of mainline jets by the late 1990s, the Delta Connection fleet was slow to adopt these colors as a whole. Some newer CRJs were delivered to Comair in the new livery and all the ASA CRJs were in the new colors. But the rest of the Delta Connection aircraft either wore an adaptation of the widget livery or their own company livery. SkyWest, ASA, and Comair all had special liveries by this time, while BEX had some livery variation with a few aircraft having the classic Delta widget black nose while most had a white nose and some planes had no BEX logo on the engines. SkyWest also had some CRJs with just the "SkyWest" titles on the tail and no other markings. In 1999, the first additional airline was signed into a contract in over a decade with Trans States being awarded an ERJ-145 contract for flights from New York Kennedy (JFK) where Trans States already had a large TWA Express operation. After the 1990s, a newer livery, known as the "Colors in Motion" livery (but nicknamed "Deltaflot" or "Wavy Gravy"), was introduced in 2000 and newer aircraft were delivered in these colors while the ASA and Comair EMB-120s and the CRJs at all 3 operators (along with the ASA ATRs) all received the new livery over time. Business Express was sold to American Airlines to become part of American Eagle in 2000, and in 2001, Delta signed a contract with Atlantic Coast Airlines (ACA) to operate a small number of Do328Jets from it's JFK hub. Through the 2000s, the CRJ became the dominant type across the board for Delta Connection, and several other carriers were signed such as Freedom Air (a subsidiary of Mesa Airlines) operating ERJ-145 and DHC-8-100s, Chautauqua and Republic Airlines operating ERJ-135\145s, and Shuttle America operating E170s all in the Eastern, Midwest, and Southeast United States. ASA retired it's ATR 72s and EMB-120s in the mid to late 2000s and became an all-CRJ operator. In 2007, ExpressJet began operating ERJ-145s on the West Coast in a revival of the LAX hub and ASA. Trans States flights ended around this time. The merger between Delta and Northwest Airlines in the late 2000s brought about major changes. Northwest had 3 carriers operating under the "Northwest Airlink" Banner at the time; Mesaba Aviation with Saab 340s and CRJs, Pinnacle Airlines with CRJs, and Compass Airlines with ERJ-170/175s. Northwest also brought with it a mega-hub in Detroit (DTW), which overlapped with Delta's CVG traffic, while the MEM hub overlapped with Delta's ATL traffic. The regional carriers were shuffled and re-deployed to the former Northwest hubs of DTW and Minneapolis (MSP). Within a few years, Mesaba and Pinnacle had been merged together along with a 3rd carrier, Colgan Air, to produce Endeavor Air, while Delta decided to wind down the CVG hub in favor of DTW and the MEM hub in favor of ATL. SkyWest Inc., the parent company of SkyWest Airlines, purchased ASA and merged the carrier with rival regional airline Expressjet in 2011, keeping the Expressjet name for the new company after there was backlash about the new planned named "Sure Jet", which was hated by the employees. Republic Airways Holdings, the parent company of Shuttle America, Republic Airways, and Chautauqua Airlines, merged the carriers together as Republic Airlines. With the closure of the CVG hub, Delta elected to shut down Comair, who was a massive carrier at the time, in 2012. The contract with Freedom Air ended soon after, and GoJet Airlines was signed to a CRJ contract a few years later. Republic went on to re-absorb its Shuttle America subsidiary. SkyWest began to retire the EMB-120s in the mid-2010s along with most of the CRJ-100\200 aircraft operated for Delta, eventually adding a large fleet of ERJ-175s to join the larger CRJ-700\900s. Delta opened up a new hub in Seattle (SEA) which was mostly staffed by SkyWest and Compass Airlines. Compass Airlines primarily served LAX hub otherwise, but eventually shut down in 2020 with SkyWest receiving most of the ERJ aircraft. This again made SkyWest the exclusive West Coast Delta Connection operator, and the only one feeding LAX and SLC. Today, only SkyWest, Endeavor Air, Republic Airways, and GoJet operate as Delta Connection. Flightplans by RAI member cmd320 who also did Delta Air Lines for us. Many of the airports in this package no longer have scheduled airline flights. I have included ASA's 1999 "20 years" special livery though that aircraft wasn't in service in 1998, you may change it if you wish. The SkyWest 25th Anniversary EMB-120, Comair 100th CRJ, and Comair Anniversary CRJ-200s are still needed Most paints were done by Chris Gorodetzky ( FSMuseum). As he hasn't had time to upload them, I am hosting the converted P3Dv4\5 textures for him at the moment with permission. The following repaints are available: OSP ATR72-200 by Chris Gorodetzky (includes his 2000s liveries): drive.google.com/drive/u/1/folders/1C6l97dowE4J0GI7Vijo6wQ8MIJ3-vPDFAIM CRJ-100\200 by Chris Gorodetzky (includes his 2000s liveries): drive.google.com/drive/folders/1qHJTivomSsNeeb-8ZiIdC1Ioj3wziCQW?usp=sharingTFS Saab 340A\B BEX fleet (original Black Nose by Edurado Villanueva, I modified the rest from his livery): drive.google.com/drive/u/1/folders/1uwpYdxI8H9RMC8Pw2wzZG5j33AdhAiYQDelta Connection 1994 fleet (AIA EMB-120 SkyWest\Comair\ASA) library.avsim.net/search.php?SearchTerm=delta_connection_1994.zip&CatID=root&Go=SearchATR72-200 operated by Atlantic Southeast Airlines - ASA: CRJ-100\200 operated by Atlantic Southeast Airlines - ASA: CRJ-100\200 operated by Comair: CRJ-100\200 operated by SkyWest Airlines: EMB-120 operated by Atlantic Southeast Airlines - ASA: EMB-120 operated by Comair: EMB-120 operated by SkyWest Airlines: Saab 340A\B operated by Buisness Express Airlines - BEX: Download Delta Connection 1998 Flightplans Here
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Post by chasensfo on Jan 18, 2022 7:50:29 GMT -5
And now, the first flightplans by our member fernbe who even did the routemaps and description himself, all I did was compile the plans. Nice job! //Military Air Transport - TAM Paraguay 1998 Military Air Transport - TAM Paraguay (1954 - 1998) IATA: NONE LISTED ICAO: NONE LISTED (assign "RAMP" parking type for parking) CALLSIGN: UNKNOWN (use "PARAGUAYA" or aircraft's registration for callsign) The Paraguayan Military Air Transport, also known as TAM Paraguay (not be confused with the Brazilian subsidiary in Paraguay, since it had no relations with this airline), due to TAM being the abbreviation of Transporte Aereo Militar in Spanish, was a transportation branch of the Paraguayan Air Force, which became one of the first airlines on Paraguay to be founded, alongside with Lloyd Aereo Paraguayo S.A and Paraguayan Air Service. The airline was founded by aviators of the Paraguayan Air Force on March 10th 1954, and it's first flight was made on March 16th 1954, with a single Douglas DC-3 registration T-21, from Asunción to Pedro Juan Caballero, on the northeast region of the country, on the border with Brazil. Considering the fact that Paraguay is a rural, landlocked, a poor country, and the national airline from 1962 onwards, LÃneas Aéreas Paraguayas only flew internationally, the main goal of this particular airline was to fly to the most isolated parts of the country by air, since Paraguay at the time didn't had a network of roads connecting to these regions from the capital Asunción. Aditionally, passengers would also receive free tickets from offices in their nearby cities or towns, although I couldn't find anymore the source where I got this information, considering as cited before, the population didn't had a decent purchasing power at the time. On June 1955, TAM bought four C-47s and three Consolidated PBY-5A Catalina from the US, in order to expand its operations, although one of the Catalinas crashed on the Paraguay River near Asunción on August 21st 1957, during a test flight and both pilots were killed. For the following decades, TAM maintained the C-47s in operation and in 1984, it received four brand new CASA 212-200s from Spain. Even though I haven't found any sources confirming this, there might be a possibility that beyond transporting passengers in their flights, they would also transport cargo at the same time, carrying many types of supplies. From the mid-1990s, the airline began having financial difficulties, mainly from the Paraguayan government, due the lack of maintenance for their fleet and for fuel items, in order to maintain the fleet flying regularly without disruptions. On August 31st 1998, the airline formally stopped flying regurarly, which here is considered as the end of the scheduled airline, although the former fleet kept flying, now only on charter flights. By 1998, when the airline ceased regular flights, it had a fleet of three C-47s and four CASA-212-200s. However, on September 6th 2013, it entered in service which can be considered as TAM official successor, called Servicio de Transporte Aéreo Militar, or Service of Military Air Transport, in Spanish, returning to the same previously operated routes and even with the same CASA aircraft! All flights are representative, but some routes are real. Unfortunately, FSX and P3D don't have the airfields of Fuerte Olimpo and BahÃa Negra, both on the border of Brazil and the last one near Bolivia, where the airline also flew there. If someone decides to make an ADEX file adding these two airports, these flightplans will also be updated, adding these missing airports on it. Even also being missing on both simulators, there is a good scenery of SGGR, which can be downloaded here: www.flightsimulatorarg.com.ar/descargas/escenarios_fsx/SGGR_X.zipRepaints are needed, but there are photos available. Flightplans by Fernando Kaiser and Myself. C-47: CASA 212-200: Download Military Air Transport - TAM Paraguay 1998 Flightplans Here
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Post by chasensfo on Jan 18, 2022 8:15:32 GMT -5
\\Paraguayan Government VIP 1998 Paraguayan Government VIP IATA: NONE LISTED ICAO: NONE LISTED (assign "VIP" parking code for parking) CALLSIGN: UNKNOWN (use "PARAGUAY" or aircraft's registration for callsign) In 1968, a Twin Otter DHC-6, registered at the time as ZP-GAS, was delivered to the Paraguayan Air Force to make regional trips aboard, during the military dictatorship of Alfredo Stroessner, from 1954 to 1989. The DHC-6 would be later re-registered as FAP-01 in 1990, FAP-02 in 1991 and is still flying today as FAP-2036. When traveling to far places like New York or Europe, the president would use a leased 707-300 from LÃneas Aéreas Paraguayas, the national airline of Paraguay at the time. After Stroessner was removed from power in 1989 by a coup and the bankruptcy of LAP in 1994, the Paraguayan government of Juan Carlos Wasmosy, from 1993 to 1998, decided to buy the former leased LAP Boeing 707-300 and fully convert for presidential service. The 707, built in 1966, was first delivered to United as N415PA, until 1978 when LAP bought the plane from United and was re-registered to ZP-CCF. Finally, when the 707 was bought by the Paraguayan Government, it was re-registered as FAP-01 and started flying for the president almost immediately, plus the Paraguayan coat of arms was added near the nose. From 1999 to 2005, the 707 remained mostly at the time parked in ASU, since it was only being used for the Paraguay national soccer team, with the team's badge included on the fuselage, with the coat of arms kept, on charter flights to other countries. On March 29th 2005, after the plane suffered an engine failure during departure on Quito, the 707 was definitely put out of service and abandoned until 2017, when the 707 was brought to the town of Loma Grande, Paraguay, and was preserved, serving today as a museum. Since the 707 flew internationally, all cities in the flightplans are real, while the DHC-6 is fully representative since it only flew regionally, and I added cities like Curitiba, Resistencia, and Santa Cruz de la Sierra, where the Paraguayan Air Force occasionally visits these cities. DHC-6 repaint is needed, I have the 707 but I am not sure where it came from as I can't find it. Any help is appreciated. Flightplans by Fernando Kaiser and Myself. 707-300C: DHC-6 Twin Otter: Download Paraguayan Government VIP 1998 Flightplans Here
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Post by chasensfo on Jan 25, 2022 8:50:47 GMT -5
A major update to United Airlines 1998 from the Incomplete Airlines files: All 747 flights are now completed thanks to help from cmd320 as are most (but not all) DC-10 flights as well as all United flights to Asia, the South Pacific, and Hawaii. I have updated United Airlines 1998 to be a complete carrier that is semi-realistic for now. The 747 fleet is broken down into various equipment and livery variations, and much of the fleet has a lot of downtime in SFO or LAX like real life. A considerable number of 747-100s and 747-200s flying with the majority of 747-400s having been delivered. Many aircraft were named at the time, but most repaints are needed. I have also added 2 aircraft dedicated to US Military charters, as UA did these often in real life, as well as one that does VIP charters simulating NFL and College football charters and other large group charters flown in the late 1990s. United still owned 3 retired/stored 747SPs and several 747-100s. I included these aircraft as most were stored at LAS which will have a proper storage area with a future backdated 1998 scenery and one of the 747SPs actually flew LAS-ADM in 1998 to be scrapped, so it does move in daylight both going to ADM and on the fake flight back (though I am sure it probably did test flights from LAS before the trip to ADM for scrap). The rest of the flight plans are mostly from the 1993 United flightplans, but I have deleted aircraft servicing areas already covered by the 1998 project (such as Asia and Hawaii) to avoid duplicate flights. Turned some 727s into A320s and DC-10s into 777s while I tried to find some West Coast-centric 737 flightplans to assign for Shuttle By United flying. As very few 737s in the 1993 plans stayed on the West Coast, there aren't too many at the moment but I didn't want ORD or IAD to be flooded with the Shuttle livery birds as these stayed in SFO/LAX/DEN at the time. Though there are liveries out there with the 1997-introduced Star Alliance logo, for now I recommend using the fleet by FSMuseum which uses modern models and has a realistic uniform paint so you don't have 50 different shades of grey popping up at ORD/SFO/IAD/LAX/DEN using aircraft by other authors just to see the star sticker. You may find his repaints here: library.avsim.net/search.php?SearchTerm=uafleet94-99.zip&CatID=root&Go=SearchDownload United Airlines 1998 BETA HereI also decided to throw in my the fake United Express 1998 plans I use in my personal sim. These are the 1993 plans but I've changed the aircraft and airports (like no Stapleton for example) to match 1998. It is very crude as I haven't taken the time to fix the cruise speeds or aircraft numbering or anything and no 1998 flights are included, making it technically not part of the incomplete airlines file by definition. Still, here they are for those interested as I have no idea when United Express will be completed (though it will be started after mainline UA is done). Doesn't have an airport file included, just use the default one that comes with TTools when you go to compile. Download the United Express 1998 BETA flightplans Here.
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Post by FSMuseum on Jan 25, 2022 13:24:44 GMT -5
It's important to note that, at least as far as I can find, many of the 'named' aircraft didn't actually have the names on the fuselage or any other special markings. I don't understand how that makes them 'named' but it is something I have noticed.
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Post by chasensfo on Jan 25, 2022 13:30:39 GMT -5
It's important to note that, at least as far as I can find, many of the 'named' aircraft didn't actually have the names on the fuselage or any other special markings. I don't understand how that makes them 'named' but it is something I have noticed. Interesting, I read they were "painted in very small font on the aircraft". Hard to say as many of the planes I looked up don't have any clear shots of the front close enough to get a good look in the few years around 98. I'm not sure how long they had them, I recall names being painted on some "Tulip" 747s for just a few weeks/months, retiring pilots I think.
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Post by FSMuseum on Jan 25, 2022 13:33:35 GMT -5
It's important to note that, at least as far as I can find, many of the 'named' aircraft didn't actually have the names on the fuselage or any other special markings. I don't understand how that makes them 'named' but it is something I have noticed. Interesting, I read they were "painted in very small font on the aircraft". Hard to say as many of the planes I looked up don't have any clear shots of the front close enough to get a good look in the few years around 98. I'm not sure how long they had them, I recall names being painted on some "Tulip" 747s for just a few weeks/months, retiring pilots I think. This is true for some, like the Randy Weinacht aircraft, which is included in my United package. There's a couple of others and many aircraft in the Rainbow colors had the names on the front on top of the stripes, also in my package. But it seems most of the Battleship aircraft never got the names on the fuselage, or at least, I have only seen very few of them.
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Post by chasensfo on Jan 25, 2022 13:55:48 GMT -5
Interesting, I read they were "painted in very small font on the aircraft". Hard to say as many of the planes I looked up don't have any clear shots of the front close enough to get a good look in the few years around 98. I'm not sure how long they had them, I recall names being painted on some "Tulip" 747s for just a few weeks/months, retiring pilots I think. This is true for some, like the Randy Weinacht aircraft, which is included in my United package. There's a couple of others and many aircraft in the Rainbow colors had the names on the front on top of the stripes, also in my package. But it seems most of the Battleship aircraft never got the names on the fuselage, or at least, I have only seen very few of them. I am not sure about the large number I included just in case (which can easily be trimmed down), but I just want some better proof first as I do recall tiny names in the late 90s though no idea which ones (smaller than the "Weinacht" titles). A few months ago on a photography forum, people were arguing that UA never painted names on the Tulip 747s. They were very surprised when I showed them this photo I took years ago, so I'm wondering if any of these were active just in the late 90s...need better sources. It is also possible the name on many is just a plaque on the bulkhead when you board, the Southwest special liveries usually have that, as do the Frontier planes referencing the animal(s) on the tail. I'll pull them down if we can prove it looks like none of them had the titles at any point, but the 99 JP fleets book has some of the names dropped which makes me think it is possible they were short lived...but again, no proof of it.
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Post by FSMuseum on Jan 26, 2022 0:19:08 GMT -5
This is true for some, like the Randy Weinacht aircraft, which is included in my United package. There's a couple of others and many aircraft in the Rainbow colors had the names on the front on top of the stripes, also in my package. But it seems most of the Battleship aircraft never got the names on the fuselage, or at least, I have only seen very few of them. I am not sure about the large number I included just in case (which can easily be trimmed down), but I just want some better proof first as I do recall tiny names in the late 90s though no idea which ones (smaller than the "Weinacht" titles). A few months ago on a photography forum, people were arguing that UA never painted names on the Tulip 747s. They were very surprised when I showed them this photo I took years ago, so I'm wondering if any of these were active just in the late 90s...need better sources. It is also possible the name on many is just a plaque on the bulkhead when you board, the Southwest special liveries usually have that, as do the Frontier planes referencing the animal(s) on the tail. I'll pull them down if we can prove it looks like none of them had the titles at any point, but the 99 JP fleets book has some of the names dropped which makes me think it is possible they were short lived...but again, no proof of it. I'll do some digging and I may update my United liveries. I've noted that all but two of the 747-400s in your flight plans actually did have the names painted on for a brief period between 1993 and 2001. It seems as if after the first major repaint job that many of them has the names removed or were simply not put back on. What's more, most of them only have the name on the right side, not the left. Very strange.
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Post by chasensfo on Jan 26, 2022 0:38:54 GMT -5
I am not sure about the large number I included just in case (which can easily be trimmed down), but I just want some better proof first as I do recall tiny names in the late 90s though no idea which ones (smaller than the "Weinacht" titles). A few months ago on a photography forum, people were arguing that UA never painted names on the Tulip 747s. They were very surprised when I showed them this photo I took years ago, so I'm wondering if any of these were active just in the late 90s...need better sources. It is also possible the name on many is just a plaque on the bulkhead when you board, the Southwest special liveries usually have that, as do the Frontier planes referencing the animal(s) on the tail. I'll pull them down if we can prove it looks like none of them had the titles at any point, but the 99 JP fleets book has some of the names dropped which makes me think it is possible they were short-lived...but again, no proof of it. I'll do some digging and I may update my United liveries. I've noted that all but two of the 747-400s in your flight plans actually did have the names painted on for a brief period between 1993 and 2001. It seems as if after the first major repaint job many of them had the names removed or were simply not put back on. What's more, most of them only have the name on the right side, not the left. Very strange. Yeah, that sounds right. Like I said, I was only basing this on memories as a kid flying UA all the time as my Dad worked there. Flew on a named 747-400 in 1996 SFO-ORD and that was my last ride on a UA 747 sadly. It was in biz class at least with channel 9 the whole way. A bit of an eery memory as while I was on my ORD-MSP leg afterwards on a 737-200, TWA 800 crashed and the airport was almost in a panic with families waiting at the gate pre-9/11 shaken up to be meeting relatives off a plane with the story on all the airport news TVs. Had my own UA bennies for many years as an adult but the damn things would always break when I tried to go out of my way to ride on one. Nothing like ending your vacation a day early MORE THAN ONCE only to get stranded in HNL/ORD/DEN etc because the wide-open 747 is now an oversold 757 or 767. In the ramp tower days, I remember when we had all these planes landing for like 1.5 hours with no where to park on Concourse G because we had THREE 747s on the gate trying to do SFO-TPE. One broke, tow on another, it broke, tow on a 3rd, now it's way past departure with 3 more gates occupied than we plan for. I miss the UA 747s very dearly, but they had to die. LOL. If you touch up these paints and they're going to stay FS9 native, all I'd ask for is star alliance (so post-1997) versions of the grey fleet, the light grey 727s in that experimental phase, maybe a white top shuttle 733 without the star logo (so 1995/96) and grey versions of the City of Chicago and City of Denver. Other than that, you totally covered everything. Let me know later which planes don't have the titles and I'll remove the variations.
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Post by chasensfo on Jan 27, 2022 8:30:16 GMT -5
Far Eastern Air Transport - FAT 1998 updated to version 3: Added numerous charters, re-ordered aircraft list for better AI parking, changed cruise speeds to AIG standard, added 2 weekly non-stop TPE-SFS flights from the July 1998 OAG which were discontinued by the August schedule, aircraft with large downtime outside of TSA/KHH ferry to TSA. Small update for Cathay Pacific 1998 also (not a true version 3...yet). Thanks to the July 1998 OAG noob21 gave me, I was able to see that Cathay Pacific had one of it's HKG-MNL A330-300 flights route HKG-MNL-SFS-HKG on Sundays in the summer of 1998, but the route went away with Kai Tak. In the August 1998 plans, this route was now flown by a 777-200, so I changed the route on Sunday accordingly and assigned it to an A330. This is just an update for those who want to enjoy cool traffic at Subic Bay. A major update is going to come in the near future for Cathay, representing the carrier basing a portion of it's fleet in MNL to cover services for Philippine Airlines whose pilots were on strike and whose fleet was mostly grounded. The future update will provide 2 versions of each airline; August 1998 with Philippine Airlines mostly grounded (the existing flight plans) and Cathay aircraft with major flying out of MNL on various scheduled, but otherwise suspended, PAL flights (such as MNL-SZB\BWN\DMK\NKM\SIN), and July 1998 with Philippine Airlines in (mostly) full swing and Cathay aircraft stuck for days abroad in the current plans ferrying to HKG instead of doing flights out of MNL. This will be the final schedule for Philippines Fokker 50s, as they were all but stored by August, with most ferried to Clark (CRK) and they were retired from service entirely at the end of that month.
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Post by chasensfo on Feb 3, 2022 5:15:22 GMT -5
\\Agroar Cargo 1999 Agroar Cargo (1994-2000) IATA: NONE LISTED ICAO: GRR CALLSIGN: AGROAR Agroar Cargo was the freight division of the sporadically operating Portuguese airline Agroar - Trabalhos Aereos, who still has an active BN-2 Islander registered to them today. The carrier flew a Convair 440 and some Convair 580s mostly flying cargo to and from the Azores and Madeira (FNC) to mainland Portugal, as well as to points in Spain. The carrier also provided charters across Western Europe and Northern Africa. Most aircraft wore some sort of hybrid livery. In 2000 when the last Convair was retired, Agroar Cargo was the last commercial operator in Europe. After a period of inactivity, the parent carrier interestingly leased a Tu-134 in 2003 for a short period, followed by a 737-300 in 2007, presumably for charters. Though there was little to be found of this carrier's history, they appear to be active with at least the one BN-2 aircraft, though there is no evidence of cargo operations past the year 2000. Representative flightplans by Christian Gold, who has also painted the fleet on the excellent CPAI models: CPAI CV-580: drive.google.com/file/d/1_CgFvmRcLLvKKk2gstn3W_Yu36YpcWzj/view?usp=sharingCPAI CV-440: drive.google.com/file/d/1A_EmqbgRhdonmj3UXLjobdGhEbO9YmBe/view?usp=sharingCV-580: CV-440: Download Agroar Cargo 1999 Flightplans Here
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