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Post by chasensfo on Feb 26, 2022 16:45:40 GMT -5
Updates:Aviateca 1998 updated to version 2 (added several variations for 1998 fleet repaints, changed cruise speeds to AIG standard): drive.google.com/drive/u/1/folders/1ev1a_PHn1H6H-JjpmBCw9iWnlRm4Rdw0El Al 1998 updated to version 2 (re-ordered aircraft list for better AI parking at the hubs, added several variations from 1999 to better represent the late 1990s, changed extra 757-200 to 1st 737-800 delivered in Summer 1998, added factory delivery flights, changed cruise speeds to AIG standard): drive.google.com/drive/u/1/folders/1KZtFeZgCoe1jxiVK4pctsc5-P-rHrkXALASCA 1998 updated to version 2 (re-ordered aircraft list for better AI parking at the hubs, added several variations for 1998 fleet repaints, changed cruise speeds to AIG standard): drive.google.com/drive/u/1/folders/1nzXkYHxDQYESngNZXxhF910qfZUtCsgoOmni Air International 1998 updated to version 2 (Added the Omni Air Express cargo 727 flightplans by Christian Gold which were active in 1998 but retired by the end of summer): drive.google.com/drive/u/1/folders/1AqUxmMQBRWk89GPn2mZUGKzcVSfG5-hwTACA 1998 updated to version 2 (re-ordered aircraft list for better AI parking at the hubs, added several variations for 1998 fleet repaints, added cargo and factory delivery flights, changed cruise speeds to AIG standard): drive.google.com/drive/u/1/folders/1sSVSTPLsGGClb9Otdzf-h-WdgkyTy3BtUpdated repaint links:Air Gabon 1998 (FAIB 737-200 now available): drive.google.com/drive/u/1/folders/1a3EjiahkwudGfJ7GVxrctjMSSXpik2klNigeria Airways 1998 (FAIB 737-200s now available): drive.google.com/drive/u/1/folders/12jfvXmi3LnSbGI4ApAaJ5Cwn13c20_guNICA 1998 (I have now done both the 1998 and 1999 liveries for NICA's lone 737-200 so use whichever you wish): drive.google.com/drive/u/1/folders/1ane3Ywnfrtx2HsQ6VBaWO9IuAe66ow9U
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fernbe
Gate Agent
1990's and 2000's
Posts: 72
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Post by fernbe on Feb 26, 2022 16:47:34 GMT -5
I was just about to advise you about the Nigerian 737-200 repaint LOL
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Post by theflyingmobian on Feb 26, 2022 17:24:42 GMT -5
Just downloaded EL AL V2 and it turns out the aircraft and flightplans text files weren't updated to include the new aircraft.
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Post by chasensfo on Feb 26, 2022 19:20:01 GMT -5
//United Express 1998 v2 (06MAR22 UPDATE; Fixed variations on aircraft list not being used, found good sources for accurate EMB-120 liveries, added several EMB-120 variations which will all be painted, added a "LITE" version that gets rid of various minor variations for users who want a more simple install and an "Alternate" version with Mesa DHC-8s replacing the Do328s in the Western Pacific flightplans, changed KSAW to KMQT) United Express operated by Air Wisconsin (1986-2006; 2017-Present) IATA: ZW ICAO: AWI (Also use "UALX") CALLSIGN: WISCONSIN United Express operated by Atlantic Coast Airlines - ACA (1989-2004) IATA: BR ICAO: BLR (Also use "UALX") CALLSIGN: BLUE RIDGE United Express operated by Great Lakes Airlines (1992-2002) IATA: ZK ICAO: GLA (Also use "UALX") CALLSIGN: LAKES AIR United Express operated by SkyWest Airlines (1998 - Present) IATA: OO ICAO: SKW (Also use "UALX") CALLSIGN: SKYWEST United Express operated by United Feeder Service - UFS (1993-1999) IATA: U2 ICAO: UFS (Also use "UALX") CALLSIGN: FEEDER FLIGHT United Express operated by Trans States Airlines - TSA (1999-2019) IATA: AX ICAO: LOF (Also use "UALX") CALLSIGN: WATERSKI United Express operated by Mesa Airlines (1993-1998; 2003 - Present) IATA: YV ICAO: ASH (Also use "UALX") CALLSIGN: AIR SHUTTLE United Express is the branding that United Airlines uses for affiliate regional airlines who operate flights on its behalf and is one of the largest regional airline brands in the world. All United Express flights have 100% of ticket sales done by United and all flights are sold as United flight numbers from United's hubs in Chicago (ORD), Houston (IAH), Newark (EWR), Washington Dulles (IAD), Denver (DEN), San Francisco (SFO), and Los Angeles (LAX). Prior to the founding of United Express, United had various codeshare agreements with local service carriers that had large networks out of their hub airports and focus cities, thus allowing passengers to connect on and off United flights when flying these carriers and to book flights to small cities United didn't fly to itself. When large US airlines began aggressively signing contracts with commuter carriers to have them operate under the name of the major carrier, and usually in their own colors, United began exploring potential regional partners. In 1985, United Express was launched, first signing US West Coast commuter carrier Westair Commuter Airlines, based in Fresno (FAT). Westair already had a large commuter network out of San Francisco (SFO) and Los Angeles (LAX) operating aircraft such as the EMB-110 and Shorts SD3-30 and SD3-60 all around California, and upon signing on as a United Express carrier, all aircraft received the United Express livery and the route network was centralized on SFO and LAX, though many point-to-point and multi-stop "milk run" routes existed. In DEN, United signed local carrier Aspen Airways (doing business as "Aspen Air"), who flew Convair CV580s and BAe-146-100s both locally in the Colorado area and also expanded out to Texas and a few routes in California such as LAX and South Lake Tahoe (TVL). Upon retiring its own mainline props, United had been codesharing with Aspen Air for some time, which even saw some of the Convair CV580s isolated from the rest of the Aspen Air network flying routes to Elko (EKO) and TVL with United passengers years before the formal express operation. Very quickly, Aspen Air's multi-colored liveries (with most aircraft having a different color scheme) faded into the United Express colors. In ORD, United signed large regional carrier Air Wisconsin, who also operated BAe-146 jet aircraft along with DHC-7s, DHC-8s, and Fokker 27s all across the Great Lakes region with an expansive route network. Initially, as the United Express aircraft began to appear in the new livery, there was a blank tail, but this was changed in the late 1980s to the 3 colored stripes on the tail which remained active on some aircraft into the 2000s. EMB-120s were added to the Westair fleet, pressurized and much more comfortable than the EMB-110 with lower operating costs than the larger Shorts aircraft, these aircraft became the mainstay of the fleet for decades, joined through the late 1990s by a large fleet of Jetstream 32s which took over the 19 seat role. BAe 146-100\200s were also added to the Westair fleet and used for both longer services, including flights from SFO to Tucson (TUS), and local routes such as SFO to Eureka\Arcata (ACV) and even nearby Santa Rosa (STS). By the late 1980s, Westair had a vast Southern California network, connecting LAX to most of the local satellite airports such as Burbank (BUR), Ontario (ONT), and Orange Country (SNA) along with a high frequency "shuttle" service to San Deigo (SAN). The carrier had dozens of point-to-point routes within California aimed at business commuters in addition to connecting passengers. When United signed a new carrier, Atlantic Coast Airlines (ACA) in 1989, it was the first United Express carrier with no jets, instead just operating EMB-120s and Jetstream 31s. The ACA contract was used for expansion at IAD, which at the time was a large city for United, American, USAir, and Continental alike, as United pushed for major market share in an effort to turn IAD into a North-South connecting hub. In 1987, Continental Airlines acquired New York Air, which had just built an IAD hub with a regional network served by Colgan Air operating as "New Air York Connection". After completing the merger, Continental signed a much larger IAD-based carrier, Presidential Airlines, to operate both BAe-146-300s and 737-200s on its behalf. After a short while, United signed its own contract with Presidential Airlines and some of its BAe 146 fleet began appearing at IAD in United Express colors. Not amused, Continental responded by purchasing Presidental Airlines and acquiring its assets, but then elected to move most of its IAD operations to EWR, where Continental had just acquired PeopleExpress Airlines, which allowed United room for growth. Ironically, Continental ended up selling a large portion of the Presidental Air BAe 146 fleet to Air Wisconsin, who in turn operated the aircraft on behalf of United from ORD. Meanwhile, Air Wisconsin had also expanded into United's Cleveland (CLE) hub, which did not survive long past the late 1980s and early 1990s, and operated a network across the Midwestern United States, mostly with DHC-8s and Fokker 27s. In the early 1990s, Air Wisconsin acquired large BAe ATP turboprops which it used on high-density local routes from ORD. Around this time, both Aspen Air and Westair ran into financial trouble. Aspen Air failed in 1990, and Westair, in a desperate attempt to stay afloat, parked its entire BAe 146 fleet by 1993 and accepted a buy-out offer by Mesa Airlines, who at the time was a small local service carrier in the Southwest United States mainly serving Arizona and New Mexico. Mesa reached a deal with United to create a Seattle (SEA)-based subsidiary known as Northern Pacific Airlines (NPA), taking a portion of the Westair Jetstream 32 fleet to provide services across the Pacific Northwest along with a focus city in Portland (PDX). Mesa-colored B1900s and EMB-120s began appearing in California and operating routes from SFO and LAX, especially on routes within Southern California. Meanwhile, United did shuffling to make up for the failure of Aspen Air, and Air Wisconsin began flying out of both DEN and IAD. United introduced a new grey and blue livery in 1993, and while Mesa and ACA were quick to repaint some aircraft initially, none of the Westair or NPA Jetstreams would ever get the 1993 livery and ACA would paint very few Jetstream 32s beyond the initial small bunch through the end of the decade. However, as Mesa did not have its own aircraft in the United Express livery in 1993 (other than the aircraft at its subsidiaries), they were very fast to paint their B1900s and some EMB-120s, which often filled in for Westair (which itself did not paint any EMB-120s in the new colors). Initially, the EMB-120s in the grey livery had blue engines, but this changed to bare metal by the late 1990s. ACA dumped its Brasilias by the mid-1990s in favor of Jetstream 41s for fleet commonality, all of which arrived in the new grey colors. United had an Orlando (MCO) focus city in the early 1990s, and ACA was used to create a short-lived regional network there to compete with Delta's Comair operation, as well as a Continental regional operation mostly flown by Gulfstream Airlines. Great Lakes Airlines, which had a large Minneapolis (MSP) operation and multi-stop service all across the Great Plains and Great Lakes regions, was signed in 1992 to fly its B1900Cs under the United Express banner from ORD, and thus United inherited an MSP focus city which remained in some form into the 2000s. In 1993, Air Wisconsin spun off its BAe ATP operation into a separate subsidiary called "United Feeder Service" (UFS) with its own operating certificate. This carrier remained strictly assigned to ORD routes. NPA was wound down by the mid-1990s, and Mesa began deploying its own B1900s on Pacific Northwest routes from SEA and PDX, and the carrier introduced DHC-8-100\300s on routes from DEN and opened up an expansive network with B1900s from DEN to the Great Plains and Rocky Mountain regions. The mid-1990s brought about sudden major problems for United, as Mesa, who had become a major partner, became too bold and began making erratic decisions with aircraft and routes in the United Express network that was against its contractual obligations. Issues first arose when the Denver Stapleton Airport closed in early 1995 and all carriers had to relocate many miles away to the much larger, and more desolate, Denver International Airport. The move was expensive, and Mesa was expected to cover its own expenses caused by the relocation of all staff, equipment, and aircraft along with paying much higher usage fees at the new airport despite operating under a fixed-price contract with United, thus the carrier quickly took losses on its large DEN operation. Rather than consulting with United, Mesa decided on its own to start parking aircraft and ceasing to operate expensive routes in attempts to make more of a profit from the United contract, as the carrier was paid regardless of canceled flights. Obviously, this caused a major disruption, and United was enraged. Mesa was overconfident in United's perceived inability to quickly replace dozens and dozens of flights from SEA, PDX, SFO, LAX, and DEN with much of the flying up for renewal in the coming months in 1997 and 1998. Mesa toyed with United and drew out negotiations for months and months, well past the planned renewal period of some of its contracts. Meanwhile, after a decade of intense intra-California competition between United Express, Delta Connection, USAir Express, and American Eagle, USAir had decided to exit the market, and Delta and American Eagle drastically wound down their operations. SkyWest Airlines, who operated a major commuter hub for Delta from LAX, suddenly had dozens of EMB-120 Brasilias in 1997 which were about to lose all their flying as Delta decided that by the end of the 1990s it would abandon the LAX commuter network altogether and only operate a few routes going forward in the meantime. With very little notice, United was able to sign SkyWest to begin operating out of LAX all across Southern California, and even on some services to NorCal such as LAX to Monterey (MRY) and San Jose (SJC). Still, Mesa didn't flinch in negotiations, and by 1998, United had still not come to any kind of an agreement with its affiliate, who still operated a major portion of its United Express network. It was decided that SkyWest would take on a massive contract, replacing Mesa in both Northern and Southern California at United's SFO and LAX hubs as well as taking on the whole PDX and SEA Pacific Northwest Operation with little notice. Meanwhile, in DEN, Mesa's large B1900 operation was given to Great Lakes, and its DHC-8 operation was replaced by Air Wisconsin, which had just acquired the Dornier 328s of Mountain Air Express (MAX) after its parent company, Western Pacific Airlines, had failed. Suddenly desperate, Mesa ended up selling a large number of B1900s to Great Lakes and about a dozen or so EMB-120s to SkyWest while parking its entire DHC-8 fleet. Mesa also lost its America West contract for a few years around this same time as a result of similar "negotiating" tactics and reliability issues. So, overnight, the Jetstreams and the 1980s United Express livery entirely disappeared from the US West Coast, replaced by SkyWest Brasilias in many variations of the 1993 grey livery and SkyWest's own silver house livery (which was made to match Delta's "widget" colors). It was a dramatic shift all happening at once in March and April of 1998, and the loss of 19-seat flying on the West Coast United Express network saw the loss of many cities in the first few years such as Merced (MCE), Stockton (SCK), Yakima (YKM), Visalia (VIS), and Palmdale (PMD), deemed too small of a market for 30-seat flying at the time. Likewise, SkyWest dumped the point-to-point flying and now very few services didn't involve flying either "out and back" to a hub or making a stop en route from 1 hub to another, like SFO-MRY-LAX. Only a few routes like the one between SAN and Palm Springs (PSP) remained. Meanwhile, on the contrary, Great Lakes Airlines retained Mesa's massive point-to-point network, which is intertwined with services from its MSP and ORD hubs to offer some 5 stop same-plane services between DEN and the large Midwest US cities. Very few Great Lakes routes from any hub did not involve several stops, and the carrier also added EMB-120s (mostly from Mesa) which served a handful of higher density routes, including a 2 hour non-stop route from ORD to Fargo, North Dakota (FAR). Meanwhile, ACA had started receiving its first CRJ-200 regional jets, the first of which were delivered in its own house livery, then switching to the grey United Express livery, with the engines being painted blue. The CRJs mostly flew to larger cities in the Northeast and down to Florida. The MCO hub was gone, and ACA was the only regional affiliate of United serving IAD, where a large new commuter terminal that would open in 1999 was under construction for them. Very few ACA flights were on multi-stop routes, most of those that were connected flights to focus cities United had built up with ACA in Boston (BOS) and New York (JFK), which even included several services which stopped in Baltimore (BWI) en route, some 45 miles from IAD. Air Wisconsin had its network well split between DEN and ORD, even operating a route from DEN to Santa Barbara (SBA). Meanwhile, United Feeder Service hadn't grown in some time and would be shut down in 1999 with the aircraft stored in desert boneyards in the Southwest United States. A handful of the small fleet would receive the 1993 grey livery, but most aircraft remained in the original 80s livery. Seeing the potential in 50-seat regional jets, United had ordered a large number for Air Wisconsin and SkyWest to arrive early in the 2000s, and Trans States Airlines was signed to an EMB-145 contract for flights from ORD. The contract began with flights to Chatanooga (CHA) beginning while the carrier still just had a single EMB-145 aircraft doing 3 daily rotations. Into the 2000s, Mesa would eventually weasel their way into another large contract, lose it, then come back again and today flies many ERJ-175s for United. Air Wisconsin, likewise, would lose the contract in 2006 and only regain it over a decade later in 2017. Great Lakes dumped the B1900Cs in 1999, and in 2002, United ended the contract with them but continued a codeshare, and Great Lakes spent the next decade mainly flying out of DEN in hybrid United livery aircraft selling its own tickets, but with connections on United. Great Lakes picked up Essential Air Service Act (EAS) contracts across the US, and briefly operated hubs on and off in Arizona, California, and MSP to connect with the markets it was serving. The mid 2010s rule requiring pilots to have 1500 hours minimum rather than 250 to fly for US commuter airlines resulted in Great Lakes being unable to compete with higher-paying airlines that had much better work conditions and the same hiring requirements, and they failed in 2018. ACA, though successful with plenty of cash, would run into a dead-end in contract negotiations with United in the early 2000s. Mesa, in a very "Mesa" move, attempted to illegally rapidly acquire a majority stock in ACA to perform a hostile take over and gain access to the IAD hub. The Employees of ACA blocked this attempt by complaining to the US Government about the legality of Mesa's actions while also buying up whatever stock they could before Mesa was able to acquire it. Now, mostly employee-owned and with a good nest egg of money, ACA began independent operations as "Independence Air" in 2004, first with flights across the Eastern US but eventually using A319s to serve points as far away as San Juan (SJU), LAX, SFO, and even San Jose (SJC). SkyWest and Trans States both continued with United, with SkyWest never losing its fortress hubs of LAX or SFO to another United Express carrier into the 2020s and growing immensely, while Trans States failed in 2019 due to its own financial reasons. Other carriers like Colgan Air, Commutair, Gojet, Shuttle America, and Republic Airlines would all fly for United eventually, but today SkyWest remains the largest carrier in the United Express network and even loaned United millions of dollars prior to the Continental merger. These flightplans represent United Express in the Summer of 1998 after the Mesa shut down, and thus no aircraft on the US West Coast is in the old colors. Only 1 Trans States EMB-145 is active in these flightplans, and I have created factory delivery flights from Brazil to ORD for the other 2 which arrived that summer during the week. If you are using the 1998 Western Pacific flightplans, note that the MAX Do328s are flying for Air Wisconsin at DEN in these plans. If you want to avoid seeing the Do328s in 2 places at once, you may assign a mix of Mesa DHC-8-100s and DHC-8-300s to the Air Wisconsin Do328s, as they flew all the same routes up until the cancellation of the Mesa contract. SkyWest, in their haste to fly for United, had many livery variations, including many aircraft with some mix of the small United tail emblem and large, compressed "United Express" titles worn by early 1990s United Express EMB-120s which SkyWest revived from the desert still in their old livery. I have created all the needed liveries, and the liveries used for all carriers in these plans are as accurate as can be with the sources available. Great Lakes also had a lot of hybrid liveries, including several aircraft in the colors of Midway Connection from having provided regional services out of Raliegh-Durham (RDU) for that carrier for a short time. Many of the Great Lakes variations are still needed, and the Impulse AI liveries (which are currently the only grey colors available for several United Express aircraft) are much darker than real life and don't blend well with the United 1998 fleet or properly colored aircraft like the EMB-120s. Along with painting the Brasilias, I have modified the Do328Jet to fit the Do328 and the BAe-146-100 to fit the -200. The old colors livery is still needed for the B1900C, along with the other livery variations. Like Shuttle by United, no United Express aircraft had the Star Alliance badge on the nose in the 1990s. Note the United Express 1993 package has the Westair version of the Jetstream, the ACA ones had a black nose like I painted. The BAe ATP in the grey livery and the ACA CRJ liveries (house+grey) are needed. Flightplans by RetroAI member cmd320. **** There are 3 versions of these plans*** - Standard (The default version, all aircraft as they were in the summer schedule of 1998 with all known livery variations) - LITE (Only major livery variations added, all minor ones are gone for a more simple install for those who don't care to install extra textures) - Alternate (Replaces the DEN-based Air Wisconsin Do328s that are also used in the Western Pacific plans from earlier in 1998 with the Mesa DHC-8-200\300 aircraft which operated the routes earlier in 1998. Leaves 2 Do328s that were acquired by Air Wisconsin from Horizon Air and not MAX. Use this if you don't want to see the Do328s duplicated in DEN flying for both Mountain Air Express - MAX and United Express) The following repaints are available, a uniform fleet by Chris Gorodetzky is in progress: FMAI BAe-146-100\200\300 Old Colors, PAI BAe ATP, TFS DHC-8-200: library.avsim.net/search.php?SearchTerm=united_express_1993_fleet.zip&CatID=root&Go=SearchDJC Jetstream 41, PAI Jetstream 32, HTAI B1900C\D 1993: library.avsim.net/search.php?SearchTerm=ai_united_airlines_express_oc_b1900cd_d328_b732_b7412_b762_js4131_d82.zip&CatID=root&Go=SearchFMAI BAe-146-100 1993: library.avsim.net/search.php?SearchTerm=united_express_air_wisconsin_oc_n463ap.zip&CatID=root&Go=SearchFMAI Bae-146-200 1993 (my modification of the ImpulseAI -100): drive.google.com/drive/u/1/folders/1rNKPM0f0njE0rTgaGG8tr7jwcf45S3fgFMAI Bae-146-300 1993: library.avsim.net/search.php?SearchTerm=ai_b463.zip&CatID=root&Go=SearchAIM ERJ-145: library.avsim.net/search.php?SearchTerm=united_express_trans_states_airlines_oc_n834hk.zip&CatID=root&Go=SearchAIM CRJ-200 (It is Mesa not ACA, but has the proper livery with blue engines): library.avsim.net/search.php?SearchTerm=aim_crj2_ualm_268547.zip&CatID=root&Go=SearchTFS DHC-8-300 1993 By Christian Gold (Edit of ImpulseAI DHC-8-200 paint): drive.google.com/file/d/1Mu2UVRCv067DT3Z8tDJRzFclFuu6wRPC/view?usp=sharingJBAI Do328 (my modification of the ImpulseAI jet version): drive.google.com/drive/u/1/folders/190aqcLWxwoSVtv-5pWt_Cuh8lwia10zpAIA EMB-120 Fleet (includes Eduardo's originals and versions needed earlier in the 90s as well): drive.google.com/drive/u/1/folders/1luYtv0V4Y0ny60IWdYdfzbtSNL-UiDHlPAI BAe ATP Old Colors White Nose: drive.google.com/drive/u/1/folders/1hOFXQ0UgimFBdmkJcgZ1aDpkVtIExat2PAI Jetstream 32 ACA old colors: drive.google.com/drive/u/1/folders/1H-U063YNbDTrFXOCiVn2QByxIcDONLG1BAe-146-100\200\300 operated by Air Wisconsin: CRJ-200 operated by Atlantic Coast Airlines - ACA: \ ERJ-145 operated by Trans States Airlines: ERJ-145 operated by Trans States Airlines Factory Delivery Flight: BAe ATP operated by United Feeder Service - UFS: Jetstream 41 operated by Atlantic Coast Airlines - ACA: EMB-120 operated by Great Lakes Airlines: EMB-120 operated by SkyWest Airlines: Dornier 328-100 operated by Air Wisconsin: Jetstream 32 operated by Atlantic Coast Airlines -ACA: Beech 1900C\D operated by Great Lakes Airlines: Download United Express 1998 v2 Flightplans Here
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Post by chasensfo on Feb 26, 2022 19:21:57 GMT -5
Just downloaded EL AL V2 and it turns out the aircraft and flightplans text files weren't updated to include the new aircraft. Then I guess El Al is forever stuck in the past.
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Post by theflyingmobian on Feb 26, 2022 20:08:03 GMT -5
All fixed now, many thanks for your work on this project.
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Post by chasensfo on Mar 3, 2022 8:06:30 GMT -5
\\American Eagle 1998 American Eagle (1998 - Present) IATA: MQ ICAO: EGF (Also use "AALX" for parking) CALLSIGN: EAGLE FLGIHT American Eagle is the regional brand used by the airline partners of American Airlines, based in Dallas (DFW). While for most of its history American Eagle was a brand that represented various airlines, between 1998 and 2014 American Eagle Airlines was an independent operator and American regional flights by other carriers, namely Trans States Airlines, operated as "American Connection" during this time period. By the mid-1980s, American, like the other major US carriers, had built up a large codeshare network with local service\commuter airlines serving their hub and focus cities. Prior to this time period, only USAir, formerly Allegheny Airlines, had elected to create its own regional brand with Allegheny Commuter (later USAir Express) being formed in the late 1970s out of several airlines commuter carriers on the East Coast, while the rest of the major US airlines electing to continue simply codesharing with commuter carriers until the mid-1980s. In late 1984, American Airlines elected to create its own regional brand, following the trend of various other large US carriers such as United Airlines, Delta Airlines, Continental Airlines, TWA, Pan Am, Braniff Airlines, Eastern Airlines, Northwest Airlines, Republic Airlines, Air Florida, and New York Air who had all done similar between 1984 and 1986. From its DFW mega-hub, American first signed 3 carriers to its new "American Eagle brand"; Metroflight Airlines, Chaparral Airlines, and Metro Airlines II. Metroflight Airlines was a subsidiary of the larger Texas local service airline Metro Airlines, with Metroflight being formally based in Lawton, Texas (LAW) but operationally based in DFW. Founded in 1977 with assets from both Metro Airlines and the recently acquired Oklahoma-based Great Plains Airlines as a DFW-focused subsidiary, initially, the airline flew both DHC-6s from Metro Airlines and DeHavilland Herons from Great Plains Airlines. By 1984, a fleet of about 1 dozen larger Convair 580s had replaced these smaller aircraft, and as Metroflight was signed as the 1st American Eagle carrier in April of 1984, its Convairs began to appear in the American Eagle livery before year's end as the first aircraft in those colors. Having begun operations in 1976, Chaparral Airlines was a relatively large and established local service carrier, based in Abeline, Texas (ABI) but operationally based in DFW, operating in the Texas and Southwest US region with a fleet consisting of the G-159 Gulfstream, Beech C99, CASA 212, and Nord 262 with a rather expansive regional network. Signed in December of 1984, Chaparral was the 2nd formal American Eagle carrier and aircraft began appearing in American's full livery in early 1985, with Chaparral also forfeiting all ticket sales to American Airlines and no longer operating independent flights, as was standard for commuter carriers operating on behalf of a major airline. Metro Airlines II, another subsidiary of Texas local service airline Metro Airlines, was founded in January of 1985 to operate exclusively as an American Eagle carrier out of DFW with new Jetstream 31s. Metro Airlines purchased Chaparral Airlines in 1987 and merged the assets of Metro Airlines II with Chaparral that same year with the Jetstream 31s then being operated by that carrier while Metro Airlines II was rebranded as Starlight Express and then flew as a FedEx feeder cargo carrier with Shorts SD3-60s around Texas until 1991 when it ceased operations. American placed large Saab 340 orders for Metroflight Airlines, with deliveries beginning in 1987. After the DFW-based carriers were signed, American looked to boost its hubs in Chicago (ORD) and Washington Dulles (IAD) by signing both Simmons Airline and AVAir (formerly Air Virginia) as American Eagle carriers respectively. Simmons Airlines, which began flying in 1976 based in Marquette, Michigan (SAW), was a large commuter airline in the Midwest USA, focused on the Great Lakes region with a few dozen aircraft including the Cessna 402, EMB-110, Convair 580, Shorts SD3-30\60, and even the large YS-11A. Being large and successful with an expansive network, Simmons attracted the attention of other carriers and was already partially operating on behalf of Republic Airlines out of its Detroit (DTW) hub under the Republic Express banner prior to becoming possibly the first US commuter carrier to fly under the branding of 2 airlines when it was signed as an American Eagle in October of 1985. Simmons ended independent operations and moved its remaining assets not affiliated with Republic, including the large YS-11As to ORD where they were painted in the American Eagle livery. American placed a large order for Simmons to begin receiving new ATR 42s and 72s in the early 1990s. Air Virginia was US East Coast\Northeast local service carrier that started flying in 1979 with a single Piper Navajo based in Lynchburg, Virginia (LYH). By 1985, Air Virginia had an expansive network and was operating Metroliners, Shorts SD3-30s, and Hawker-Sydney HS748s on a Washington D.C.-centric network that stretched as far West as Ohio and as far south as North Carolina. Upon being signed as an American Eagle carrier in 1985, the carrier changed its name to AVAir. Though initially used for IAD flying, AVAir was soon after moved to Raleigh-Durham (RDU) as American began a hub operation there and wound down IAD to a focus city. Expansion of American Eagle continued in 1986 with the signing of Wings West Airlines to grow the Los Angeles (LAX) hub, Command Airlines for the New York (JFK) hub, and Executive Air Charter (later Executive Airlines) for Caribbean expansion from San Juan (SJU). Wings West Airlines, a Californian local service airline that began flying in 1979 based in San Luis Obispo (SBP), had grown into one of the largest commuter carriers in that state with an expansive North-South network running between Southern California and Northern California with a focus on LAX and San Francisco (SFO) with stops at most large and mid-sized cities in between and flights across the Southwest US into Arizona. The carrier was signed as an American Eagle operator in June of 1986, and its Beech C99s and large fleet of Metroliners began to quickly appear in the American Eagle livery. In 1987, Wings West also briefly operated a few Convair 580s on behalf of charter carrier Sierra Pacific, and these aircraft joined the American Eagle fleet for a short time upon the termination of the Sierra Pacific contract. Command Airlines, based in Poughkeepsie, New York (POU), was an established local service airline that began flying small props in 1966 connecting airports in the New York City and Boston Area with nearby markets popular with business travelers. Initially slow to expand, by the 1980s, the carrier was operating full-sized commuter aircraft such as the DHC-6 Twin Otter, Beech C99, and Shorts SD3-30\60 with an expansive network in the Northeastern US. Command Airlines was signed as an American Eagle carrier in April of 1986 and began expanding from both JFK and Boston (BOS). American placed an ATR 42 order for the carrier, some of which were interestingly operated in Command Airlines' full colors. Executive Air Charter was an SJU-based Island Hopper that began flying in 1979 initially focused on routes to the US Virgin Islands with Cessna 402s and DeHavilland Herons. By the 1980s, the carrier had grown to operate larger CASA 212s, which quickly were repainted in the American Eagle livery after the carrier was signed on by American in November of 1986. Shortly after as the first brand new ATR 42s began to arrive for the American Eagle carriers, American provided several to Executive Air Charter who used them to expand across the Caribbean, including many new routes to the Greater and Lesser Antilles. American next looked to expand its Nashville (BNA) hub, by signing established carrier Air Midwest, which was already flying for Eastern, Braniff, and TWA, to a Metroliner and EMB-120 contract in late 1987, with the EMB-120s exiting the fleet after a short time. In early 1988, after AVAir filed for bankruptcy, American bailed the carrier out financially and used both the assets of AVAir and some from Air Midwest to form the first American Eagle carrier which was wholly-owned by American's AMR Group parent company, known as Nashville Eagle, which replaced Air Midwest in BNA. AVAir, in turn, ended operations. Nashville Eagle operated for just over a year before American acquired Command Airlines and merged the 2 operators in 1991 to form the wholly-owned Flagship Airlines. In addition to acquiring Command Airlines, American had also acquired both Simmons Airlines and Wings West in 1987, as well as Executive Air Charter in 1990, which changed its name to Executive Airlines. Chaparral was itself acquired by Metro Airlines, which merged the carrier with its own subsidiary Metroflight thus creating a single DFW-based American Eagle carrier. In 1991, parent company Metro Airlines filed for bankruptcy, and American elected to allow the American Eagle contract with the carrier to discontinue rather than making attempts to save its DFW regional affiliate. Before the contract expired in early 1993, however, wholly-owned Simmons Airlines elected to acquire Metroflight instead, thus making Simmons both the ORD and DFW primary American Eagle carrier, as well as the largest American Eagle carrier. Around this time, Executive Airlines had expanded into Florida to expand out of American's Miami (MIA) hub, most of which had recently been acquired from the assets of failing Pan Am and Eastern who split much of their international operations, including staff and aircraft, with United, Delta, and American. Routes mostly focused on the Florida Keys and The Bahamas but also brought about an intra-Florida network. Along with the CASA 212s and ATRs, executive airlines was now also operating Shorts SD3-60s. Meanwhile on the West Coast, Wings West had acquired a large number of Jetstream 31s from Nashville Eagle after American elected not to provide them to the newly formed Flagship Airlines, and the Beech C99 fleet was retired. While Wings West retained a portion of its SFO routes through the late 1980s, American moved most of the SFO route network to nearby San Jose (SJC) where American had created a hub after acquiring California's low-cost giant AirCal and refocused their route network on SJC. About 20 cities were served by American Eagle either nonstop or via multi-stop routes from SJC, primarily with Metroliners. Flagship Airlines entered the early 1990s with a sizable fleet of Jetstream 31s that hadn't been transferred to Wings West alongside ATR 42s and 72s and about 20 Metroliners, focused on JFK but also providing services from the smaller BNA and RDU hubs. By late 1993, the delivery of about 100 new Saab 340 aircraft to the American Eagle carriers in a short span saw the 19-seat props quickly retired, with Metroliners, Jetstream 31s, and many tiny cities served by American Eagle for the last decade or so disappearing by 1995. This was especially true on the US West Coast, where American decided to close its SJC hub by 1992 and only kept a handful of American Eagle routes while now focusing the Wings West fleet almost entirely on high-frequency LAX operations, thus ending service to all but the largest cities in Northern California and all routes from SFO soon after except for one to Monterey (MRY). Simmons had grown into a majority ATR operator, with about 85 examples of the ATR 42 and 72 delivered by the mid-1990s, along with a large fleet of Saab 340s. American also placed a large ERJ-145 order for Simmons, the first jet order for any American Eagle carrier. By the late 1990s, about a decade after American had begun acquiring its regional affiliates, American elected to merge Simmons, Wings West, and Flagship Airlines together into one new carrier called "American Eagle Airlines" with the callsign "Eagle Flight" as "Eagle" was already registered. The first 2 ERJ-145s to arrive in 1998 very briefly were operated by Simmons before the merger, thus using the Simmons callsign. Executive Airlines, though wholly owned, continued to operate as a subsidiary and retained its own IATA code, though it did switch to the American Eagle callsign and ICAO code. By now, point-to-point flying and multi-stop flights had been almost entirely eliminated from the American network. The BNA and RDU hubs had closed by 1996, though a small handful of mainline flights to non-hub cities including London (LGW) remained, and the LAX operation had shrunken significantly. Upon the formation of American Eagle, the assets of Wings West were mostly transferred to DFW where American had the most traffic, and away from LAX, the hub where American had the least market share. American Eagle still had a large operation at LAX in the summer of 1998, and even had a midfield terminal being constructed, but the routemap was swiftly cut down to about a dozen cities where American was able to sustain high-frequency service or had little competition from United Express and Delta Connection. The carrier focused most of its assets on a high-frequency 25-minute "shuttle" route between LAX and San Deigo (SAN) which had as many as 5 frequencies an hour at peak times. The DFW operation was mostly made up of Saab 340s flying a majority of routes East of Dallas or intra-Texas. They were joined by ATR 72s, which had a route system that connected to ORD via Springfield (SGF), but the ATR 42s were initially not used in DFW. Like the California network, many cities had been trimmed from the DFW hub that were once mostly 19-seat routes. Most anything North of Southern Oaklahoma was discontinued, as were the multi-stop "milk-run" intra-Texas routes connecting a few cities. About a dozen or so ERJ-145s were in service, but only 1 route, isolated from the rest of the network, was served by the ERJ-145. Flights from DFW to Shreveport (SHV) were operated by an ERJ-145 making several daily trips, existing mostly for purposes of crew training and maintenance familiarity in DFW, where the carrier had a large maintenance base inherited from Simmons. New aircraft deliveries from Embraer in Brazil, however, often arrived at DFW, though the ORD hub, where the ERJ-145 fleet was mostly based, saw deliveries as well. The ORD hub was made up entirely of ATRs and ERJ-145s, with no remaining Saab 340 routes, and routes for the most part remained within about an hour or so from ORD. All 3 variants of ATR 72 were operated by American Eagle by 1998, one of which wore a special "500th ATR" decal on the forward fuselage, and the type was largely used from the ORD hub, including a lone one-stop service to JFK via Columbus (CMH) which was the only ATR 72 service to JFK. JFK itself saw ATR 42s and Saab 340s serving a small handful of routes that mostly saw high frequencies, especially the BOS-JFK\DCA "shuttle" services. While most airlines that were competing in the Boston\Washington D.C. to New York corridor via JFK instead of New York LaGuardia (LGA) at the time, such as United and TWA, were using mostly 29-seat Jetstream 41s while American elected to use the larger 34-seat Saab 340s 42-seat ATRs on many frequencies. Excluding the lone ATR 72 flight to JFK, MIA was the only American Eagle hub that had the ATR 42, ATR 72, and Saab 340 all based together. The ATR 72s were only used for a triangle route between MIA, Orlando (MCO), and Nassau (NAS) while the ATR 42s and Saab 340s flew across the Bahamas along with intra-Florida routes. The SJU hub served most of the suitable commercial airports in the Antilles as well as the Virgin Islands and also had a sizable presence of flights to the Dominican Republic, and was not connected to the MIA route network. Due to the recent conclusion of the investigation into a 1994 crash of a Simmons Airlines ATR 72 in ORD while stalled in a holding pattern flying from Indianapolis (IND) to ORD due to extreme icing killing 68 people, the suitability of the ATRs in the Midwest winters had come into question. ATRs that were deemed to be extra aircraft after the ERJ deliveries were completed were put up for sale, with a significant number of ATRs parked awaiting sale in 1998 and 1999. As ERJ-145s joined the ORD hub, along with ERJ-135s starting in late 1999, American Eagle gradually would move its ATR fleet to SJU, MIA, and DFW by the early 2000s. American founded the oneworld alliance along with other carriers such as British Airways, Canadian International Airlines, Qantas, and Cathay Pacific in 1999 and the alliance badge began appearing on American Eagle aircraft. Business Express (BEX), a Boston (BOS)-based commuter airline that had flown in Delta's colors for about 1 decade while also having a codeshare with Northwest Airlines, was acquired in 1999. Though American logos were applied to the Business Express Saab 340s by the boarding doors, BEX did not actually operate as part of American Eagle, and instead flew on through December of 2000 as a codeshare partner at which time it was merged into American Eagle and the aircraft were then repainted and re-deployed at the BOS hub. Through the 2000s, the ERJ-145s grew to include many more routes from DFW as well as some from MIA and JFK. The 9\11 attacks in 2001 resulted in major US airlines leaning heavily on regional partners to take over former mainline routes due to forecast low travel demand and as a cost-saving measure, and Eagle grew substantially at this time adding hundreds of ERJs, including the mid-sized ERJ-140. The ERJ-140s were the first American Eagle jets on the West Coast, initially used to replace former RenoAir (which American acquired in 1999) routes from LAX and SNA, such as SNA-SFO/SJC, that American had decided to abandon along with the 2nd attempt at an SJC hub. Other than flights to LAX and SNA, the 2nd SJC hub did not get any ERJ routes and only saw Saab 340 routes to LAX, SBA, and MRY, thus being nothing more than a small focus city for American Eagle. ERJ-135s were also very briefly used from LAX on shorter routes like one to Santa Barbara (SBA), but the ERJ-145s remained in the Eastern US and were not assigned to LAX or SJU. Like ORD, JFK flying also went all-jet with ERJs by the mid-2000s. In December of 2001, American acquired St. Louis (STL)-based TWA, and with TWA came a large regional fleet operated by Trans States Airlines as TWA Express (TWE) with operations in STL and JFK. Rather than giving the routes to Eagle, American elected to allow Trans States to continue to operate as "American Connection". The Jetstreams and ERJ-145s of Trans States were repainted in the American Eagle livery but with "American Connection" titles and a modified tail logo with the eagle's wings being all blue with no red. Though American initially confined the American Connection flying to STL and JFK, Trans States created a subsidiary called "Chautauqua Airlines" to join American Eagle at ORD with ERJ-140s after American elected to gradually close the STL hub it inherited from TWA. This angered and threatened the employee group, who worried that American Connection could one day consist of many more carriers and outgrow the more expensive to operate American Eagle. In attempts to calm the American Eagle staff, American ultimately gave lesser benefits to the employees of the American Connection carriers, such as allowing not only standby airline staff from American Ealge to bump American Connection carrier employees off their own flights, but also allowing for American Eagle pilots to bump American Connection carrier pilots in the jumpseats of their own aircraft, which is more or less unheard of in the US airline industry. CRJ-700s arrived around this time, primarily in ORD, and were the first American Eagle aircraft to offer first-class, but only 47 were ever operated compared to hundreds and hundreds of ERJs. On 02NOV08, American Eagle operated its last Saab 340 flight between SAN and LAX, retiring the type and leaving the ERJ-140 as the only type at the LAX hub while most Saab routes at DFW and MIA went to the ATR. Gradually, the ATR operation wound down in DFW and MIA by 2010 and aircraft were either sold or transferred to Executive Airlines in SJU. In 2012, American underwent bankruptcy and made major changes, announcing that it would discontinue the American Connection brand and its SJU hub, while US Airways would purchase and merge with the troubled airline, retaining the American name. American Connection flying ended in 2013, and as American Eagle elected not to fully absorb Executive Airlines, that carrier ended options entirely in 2013 when American shut down the SJU hub. US Airways brought with it several US Airways Express carriers including Mesa Airlines, PSA Airlines, Piedmont Airlines, SkyWest Airlines, Trans States Airlines, Republic Airlines, and Chautauqua Airlines. American Airlines announced that it would change the name of its wholly-owned subsidiary to "Envoy Airlines" while American Eagle would once again be branding for various carriers that operated on behalf of American Airlines. In 2013, SkyWest CRJ-200s began to appear in the full American Eagle livery along with an "operated by SkyWest Airlines" sticker. These were soon followed by Expressjet CRJ-200s in the full American Eagle livery as that carrier was signed on independent of the US Airways merger, with flights mostly deployed from DFW to replace ERJ-135s which were mass retired. A new livery was introduced by American soon after, and the Envoy and US Airways Express carriers alike quickly began to be repainted into the new livery with American Eagle titles. CRJ-700s were briefly based in LAX in the final days before the transition to Envoy Airlines, but were replaced soon after the name change by SkyWest airlines, who took over the LAX flying. Ultimately, while Enovy would lose its LAX hub, the carrier maintained its presence as the largest American Eagle carrier in ORD, DFW, and MIA over the next decade or so, while also adding a hub in DCA and a focus city in LGA. The CRJ-700s were retired for reasons of fleet commonality making Envoy an all Embraer airline in by the late 2010s. Envoy continued to only fly for American and developed a "flow-through" program where Envoy pilots can qualify for a future American Airlines seniority number upon hiring and took on a large fleet of EMB-175s, which would eventually allow it to operate 3+ hour segments to the US West Coast from DFW such as MRY, Santa Rosa (STS), and Medford (MFR). In 2021, Envoy retired its ERJ-140 fleet and added 8 ex-BA CityFlyer EMB-170s, which are a few rows shorter than the larger EMB-175. One of the EMB-170s was painted in a retro livery, wearing the original American Eagle colors first worn on Metroflight Airlines Convair 580s in 1984. Today Envoy is still the largest American Eagle operator and one of the largest regional airlines in the United States in terms of both fleet size and destinations, operating the ERJ-145, EMB-170 and EMB-175. These flight plans represent American Eagle in the summer of 1998 after the merger of the various carriers. The only known livery variation is the special livery 500th ATR 72. As the ERJ-135 didn't enter service until the very end of 1999 in late November, they are not represented in these flightplans while delivery flights for ERJ-145s to DFW and ORD from the Embraer factory in Brazil are included to represent the fast-paced deliveries of the type in the summer of 1998. As many of the ATRs were for sale but not flying and their whereabouts unknown (I have not seen pictures of them "mothballed" at the DFW or ORD hangars), most of them are not included but I have split up a few of the plans to have some of them represented sitting around in ORD or DFW most of the week where there is ample hangar parking and they likely transitioned out of the fleet and did pre-sale test flights from. As most of the route networks didn't connect, efforts were made to reflect aircraft at the proper hubs they were in during the late 1990s. Flightplans by Retro AI user cmd320 and myself. Please make an extra ERJ-145 aircraft.cfg entry for the delivery flights and assign "atc_parking_codes=RAMP" and "atc_parking_codes=XEGF" to ensure proper parking in ORD, DFW, and at the Embraer factory delivery center. Also for parking purposes to ensure that the ATRs and Saabs park properly on the turboprop ramps away from jetways and the ERJs use normal jetway gates, please assign "atc_parking_codes=EGF" to the ERJs and "atc_parking_codes=AALX" to the turboprops. If someone makes the ATRs SODE jetway compatible with the rear boarding door in the future, I will figure out a way to represent this at airports like DFW and Waco (ACT) where they did this. NOTE: To use the ATR 72-210 (212) texture on the OSP ATR 72-200 model: 1) Install the ATR 72-210\212 texture 2) Copy+paste your the American Eagle 212 texture folder in your OSP ATR 72 folder (This assumes you have all 3 ATR variants in one folder. If you have 3 separate OSP ATR 72 folders, paste it in the -200 variant folder). 3) Rename the files "osp_atr_72_210_t" and "osp_atr_72_210_l" to "osp_atr_72_200_t" and "osp_atr_72_200_l" 4) Make a duplicate aircraft.cfg entry for the ATR 72-200 by copy+pasting the ATR 72-210\212 entry but adding the texture folder you just modified to the "texture=" line and making sure the "model=" line points to the ATR 72-200 model instead of the ATR 72-210 model. The only difference is the prop blades, the texture will work fine, you'll just have an incorrect registration number representing a -212 instead of a -200. All repaints are completed, except for the "500th" ATR livery. Some have oneworld alliance stickers that need to be removed for 1998 but were applied by the summer of 1999 if you care: AIM ERJ-145: www.flightsim.com/vbfs/fslib.php?do=copyright&fid=151855OSP ATR 72-500: library.avsim.net/search.php?SearchTerm=osp_atr_72_500_american_eagle.zip&CatID=root&Go=SearchOSP ATR 72-212 (also works for -200, see above): library.avsim.net/search.php?SearchTerm=osp_atr_72_210_american_eagle.zip&CatID=root&Go=SearchOPS ATR 42-300: library.avsim.net/search.php?SearchTerm=american_eagle_oc_atr-42-300_n424mq.zip&CatID=root&Go=SearchTFS Saab 340B: www.flightsim.com/vbfs/fslib.php?do=copyright&fid=130243ERJ-145: ERJ-145 Factory Delivery Flights: ATR 72-202\212\500: ATR 42-300 Eastern US: ATR 42-300 Caribbean: Saab 340B US West Coast: Saab 340B Eastern US: Saab 340B Florida: Download American Eagle 1998 Flightplans Here
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Post by chasensfo on Mar 4, 2022 4:31:54 GMT -5
United Express 1998 was updated to v2 (Fixed variations on aircraft list not being used, found good sources for accurate EMB-120 liveries, added several EMB-120 variations which will all be painted, added a "LITE" version that gets rid of various minor variations for users who want a more simple install and an "Alternate" version with Mesa DHC-8s replacing the Do328s in the Western Pacific flightplans). In the future, United and other airlines with lots of small livery variations will get LITE versions for those who don't wish to install many textures or care about seeing different aircraft at the hubs. All United and United Express paints are in progress by FSMuseum and Frontier and Western Pacific will also be released on FAIB models in the near future. I will create a LITE version of United when the paints are completed and I create a 2nd version of the flightplans to accommodate the final paints. With a growing number of AI aircraft working in MSFS 2020, I will soon be making versions of airlines for that simulator platform, but I will remain with P3Dv5 as my primary sim until all my flyable aircraft and AI traffic is compatible in the future so P3D plans will continue to be used. AIFP has a feature allowing the airports that have been replaced between different sim versions to be replaced to match a specific game. So FS2004 airports won't always have the same codes as FSX airports, like "RJNN" vs "RJNA", and this trend has continued with P3Dv5 and MSFS vs P3Dv4 most recently. In the near future, updates will be released with different versions based on the sim one wishes to use. FS2004 specific versions are welcome, but I won't be doing them myself so they're dependent on other members of the project who still use FS2004. I am going to be teaching fernbe how to make AI flightplans so if anybody wants to learn, now is the time as I'll be making tutorials.
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Post by chasensfo on Mar 6, 2022 10:52:48 GMT -5
Updates: Midwest Express 1998 updated to v2 (Changed aircraft numbering for better AI parking at MKE, changed cruise speeds to AIG standard, change KSAW to KMQT) United Express 1998 updated to switch KSAW to KMQT, but I will hold off on making it a formal update until the fleet paints are ready in the near future at which time an edit may be required. Northwest Airlines 1998 in the incomplete airline files has also been updated to v3 to switch KSAW to MQT. Thanks to funk for making me aware of this 1999 airport change with his new retro scenery. I am working to make it P3Dv4\5 capable.
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Post by chasensfo on Mar 6, 2022 18:49:36 GMT -5
Another update; I have painted the FedEx Caravan in the original 1987 livery needed for FedEx Feeder Japan 1998 (the Philippines birds wore the new colors). I also have representative plans for the other FedEx feeder operations in 1998, using this and the new livery, in my Google Drive in my 90s "created by others" section.
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Post by chasensfo on Mar 7, 2022 19:05:34 GMT -5
2 big updates: Saudia 1998 updated to v3: Re-did entire aircraft order for better AI parking, changed cruise speeds to AIG standards, added a new colors L-1011, added 747-400 and MD-90 delivery flights, re-did the 747-200 cargo charter flightplans with better sources, aircraft list simplified for installation, airports updated to P3Dv5 native with a separate P3Dv4 version included as well. Also added numerous repaint links. Air Atlanta Icelandic 1998 has been updated to v4: Removed Iberia finally after forgetting to last time, re-numbered aircraft list for better AI parking, changed cruise speeds to AIG standard, added 3 747-200s and 1 747-100, modified the plans to make use of Michael Pearson's paints, numerous Britannia Airways sub-services added. Also added numerous repaint links.
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Post by andqui on Mar 30, 2022 16:52:34 GMT -5
It seems the Scandinavian Airlines folder is empty apart from a readme directing to a 767 repaint, and the pictures of the aircraft routes, no text files. Any way these could be added?
Thanks
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Post by chasensfo on Mar 30, 2022 19:24:12 GMT -5
It seems the Scandinavian Airlines folder is empty apart from a readme directing to a 767 repaint, and the pictures of the aircraft routes, no text files. Any way these could be added? Thanks SAS is not released yet, nor compiled. I created the folder 2 years ago with the intent to upload a partial release (missing the Fokkers) but the MD-80s\DC-9s don't match up and are also a huge headache it turns out. It'll get done eventually, generally if I spend several multi hour sessions simply fixing errors and the carrier STILL isn't compiled (same for Gulf Air, Air Canada Regionals, and Alaska), it gets shelved until I feel like giving it another try lol. Sadly, SAS seems to be one of those carriers that has routes that don't add up with a weekly schedule, as they had several bases and lots of multi-stop flights. Recipe for disaster to keep a realistic fleet size in the flightsim world. For now, only SAS flights to completed project areas (such as Asia) are completed, which yes, are all 767s.
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Post by sunking on Mar 31, 2022 9:40:34 GMT -5
Dear Chasen.
You can send me those plans that cause you headache and I'll happily look into them. Just contact me via pm.
Kind regards
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ludo66x
Ramp Rat
Posts: 45
Member is Online
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Post by ludo66x on May 13, 2022 4:46:48 GMT -5
Hi chasen, Thanks for the 98 project, it is amazing, i installed some of the repaints and carriers and it's a blast to see all these old planes and airlines around! I did however hit some troubles with the afr repaints, i was able to get most of the reapints off ranmori website through the wayback machine but not the 767, i also couldn't download the fsx version of the old color a320 off the faib website, is there any way for you to share these in some other way ?
Seems like a lot of the Japanese paints fom the ranmori website are gone too, couldn't get his jal or ana paints, any possibility of having them reuploaded on your drive ?
Thanks, and good luck with the rest of the project!
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