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Post by chasensfo on May 29, 2022 11:43:37 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! Thanks! Sadly ranomri has (at least for the time being) left the hobby and has been focusing on "fantasy" AI, meaning the modern aviation world if Pan Am, Northwest, TWA etc were all around and he's painted up their respective fleets and done all sorts of cool work in the last few years. Unfortunately, the stunted modernization of retro AI traffic (as in converting everything to P3Dv5 and MSFS) due to strict licensing agreements of several key models and the inability to contact various authors, and conflicts in personality caused him stress and made him take a break for an unknown period of time. He stopped hosting his site but had given me permission to upload any of his files, which I have done for the most part in my Google Drive. Until these last several weeks, his site was still up though payment had ended long ago. Now that it is down, I will eventually figure out which paints of his I have not shared yet (I probably haven't shared much of the early 90s stuff irrelevant to plans made for this project). I'll get you his 767 soon.
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Post by chasensfo on May 29, 2022 12:15:32 GMT -5
\\Balair CTA 1998 BalairCTA (1953-1999) IATA: BB ICAO: BBB CALLSIGN: BALAIR Balair CTA was a Swiss leisure airline, based in Zurich (ZRH), which focused on both long haul and intra-European holiday charter routes and was eventually part of the Swissair group. Originally named simply Balair, the airline was founded in 1953 as a flight training academy in Switzerland. For several years, the company operated within the realm of general aviation until 1957 when charter flights began with Vicker Vikings. Very soon after these flights began, Swissair saw an opportunity to create a leisure subsidiary, and SAir Group, the parent company of the Swiss national, carrier purchased 57% in Balair thus becoming the largest shareholder. The carrier mostly flew charter services to popular holiday spots in the Mediterranean, Africa, and the Caribbean, but also occasionally offered service to destinations in Asia and the Americas. Swissair ordered factory new modern Douglas airliners for the carrier, with orders first for 5 DC-4s and later for 5 DC-6s, and also gathered other early airliners like the Boeing 377 Stratocruiser and later the Transall C-160. Like its own fleet, Swissair kept Balair's fleet modern and added various aircraft over the next few decades such as the Convair 990, DC-8, DC-9, Fokker 27, and even a single long-range widebody DC-10-30, a type which Swissair also operated early on. From the 1980s, the fleet became streamlined to Douglas jets with the DC-9, DC-8, and DC-10 remaining initially before the DC-8s were phased out in the 1980s with long-haul flights being replaced by 4 A310-300s which joined the fleet between 1986 and 1993. The DC-10-30 was retired in 1993 with the arrival of the last A310. That same year, SAir Group purchased rival Swiss charter airline CTA Compagnie de Transport Aerien, which was known as CTA and operated a fleet MD-80 variants after years of flying of SUD Caravelles in the past. SAir Grouop merged the carrier with Balair to form Balair CTA, adding 11 MD-80s to the fleet including 4 MD-87s which were better suited for mountainous airports with shorter runways, like Innsbruck (INN) due to their great takeoff performance. A bold new livery was introduced, with the titles in Blue and Red along with yellow wings. Geneva (GVA), Vienna (VIE), and various other airports in the region began to see regular service as the airline grew, and long haul destinations such as Vancouver (YVR), San Francisco (SFO), Punta Cana (PUJ), and Miami (MIA) began seeing recurring seasonal service. But starting in 1995, the airline ran into financial trouble the MD-80 fleet began to be sold off, followed by half of the A310 fleet. By the end of 1997, only 2 A310s remained in the entire Balair fleet. Service was cut to consolidate operations to ZRH and the airline ended many routes to focus on the few most popular long haul destinations primarily, though services to a few cities in Europe such as Barcelona (BCN) and Palma de Mallorca (PMI) retained charter flights. Operations were suspended after the 1999 summer season and the airline was liquidated in 2001. Swiss company Hotelplan used the assets of Balair to form "Belair International" that same year, with that carrier operating in the same capacity as Balair CTA (and a similar livery) to many of the same destinations with MD-80s, 757-200ss, and 767-300s. Belair was sold to the Air Berlin Group in 2007 with the fleet receiving the basic Air Berlin livery but retaining Belair titles. A decade later in 2017, the failure of Air Berlin lead to the collapse and shut down of Belair, 64 years after Balair was founded. Flightplans are representative but based on actual routes flown by the carrier's last 2 A310s in the late 1990s, with the general time of day correct for most long-haul flights as well. Most long-haul destinations are served weekly, while MIA has 2 weekly flights and BCN and PMI have service throughout the week. The planes won't be together in ZRH all that much, though both have some periods of downtime there like real life. The TFS A310-300 repaint may be found here: www.juergenbaumbusch.de/?p=11962A310-300: Download Balair CTA 1998 Flightplans Here
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kekn
Gate Agent
Posts: 64
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Post by kekn on May 29, 2022 12:17:13 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! Thanks! Sadly ranomri has (at least for the time being) left the hobby and has been focusing on "fantasy" AI, meaning the modern aviation world if Pan Am, Northwest, TWA etc were all around and he's painted up their respective fleets and done all sorts of cool work in the last few years. Unfortunately, the stunted modernization of retro AI traffic (as in converting everything to P3Dv5 and MSFS) due to strict licensing agreements of several key models and the inability to contact various authors, and conflicts in personality caused him stress and made him take a break for an unknown period of time. He stopped hosting his site but had given me permission to upload any of his files, which I have done for the most part in my Google Drive. Until these last several weeks, his site was still up though payment had ended long ago. Now that it is down, I will eventually figure out which paints of his I have not shared yet (I probably haven't shared much of the early 90s stuff irrelevant to plans made for this project). I'll get you his 767 soon. Thank you for that information and you helping out making his great retro paints available after his site went down. The fact he is focussing on fantasy AI sounds very interesting, too. Do you know if he make this available anywhere? I have made fictional plans for a lot of current as well as retro carriers some years ago. Would be nice to see if his paints will fit in these FP's.
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Post by chasensfo on May 29, 2022 12:21:50 GMT -5
I think he's mostly using pre-merger plans, so probably a mix of late 80s through early 2000s depending on the airline to avoid duplicate flights. It is all being done on Japanese websites where he uploads and posts, I do not recall the websites. He has also posted a lot on Twitter but not as of late. I will ask him next time I talk to him.
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Post by ludo66x on May 30, 2022 10:16:42 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! Thanks! Sadly ranomri has (at least for the time being) left the hobby and has been focusing on "fantasy" AI, meaning the modern aviation world if Pan Am, Northwest, TWA etc were all around and he's painted up their respective fleets and done all sorts of cool work in the last few years. Unfortunately, the stunted modernization of retro AI traffic (as in converting everything to P3Dv5 and MSFS) due to strict licensing agreements of several key models and the inability to contact various authors, and conflicts in personality caused him stress and made him take a break for an unknown period of time. He stopped hosting his site but had given me permission to upload any of his files, which I have done for the most part in my Google Drive. Until these last several weeks, his site was still up though payment had ended long ago. Now that it is down, I will eventually figure out which paints of his I have not shared yet (I probably haven't shared much of the early 90s stuff irrelevant to plans made for this project). I'll get you his 767 soon. Hello,Chasen,
It's good to know that he didn't leave completly, and story is more or less what i understood through the last post he did on his site.
For the 767 i found an alternative with Micheal Pearson paints.
For what's missing (for the 98 project) i did a list to save you some time finding what needs a reupload, it's attached to the post.
Kind Regards,
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Post by chasensfo on May 30, 2022 17:15:38 GMT -5
Thanks! Sadly ranomri has (at least for the time being) left the hobby and has been focusing on "fantasy" AI, meaning the modern aviation world if Pan Am, Northwest, TWA etc were all around and he's painted up their respective fleets and done all sorts of cool work in the last few years. Unfortunately, the stunted modernization of retro AI traffic (as in converting everything to P3Dv5 and MSFS) due to strict licensing agreements of several key models and the inability to contact various authors, and conflicts in personality caused him stress and made him take a break for an unknown period of time. He stopped hosting his site but had given me permission to upload any of his files, which I have done for the most part in my Google Drive. Until these last several weeks, his site was still up though payment had ended long ago. Now that it is down, I will eventually figure out which paints of his I have not shared yet (I probably haven't shared much of the early 90s stuff irrelevant to plans made for this project). I'll get you his 767 soon. Hello,Chasen,
It's good to know that he didn't leave completly, and story is more or less what i understood through the last post he did on his site. For the 767 i found an alternative with Micheal Pearson paints. For what's missing (for the 98 project) i did a list to save you some time finding what needs a reupload, it's attached to the post.
Kind Regards,
A significant amount of things you listed are already in my drive, on Avsim, or both. Double-check airlines like JAL, JAS, etc. I have links to all his paints.
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Post by chasensfo on Jun 8, 2022 10:43:08 GMT -5
This should just about complete the airlines of Switzerland. \\Swissair Express 1998 Swissair Express operated by Debonair (1998-1999) IATA: 2G ICAO: DEB (use "SWRX" for parking) CALLSIGN: DEBONAIR Swissair Express was a short-lived venture by Zurich (ZRH)-based Swissair, where the carrier briefly ventured beyond its codesharing with Crossair and contracted out BAe-146 jets to be flown under the "Swissair Express" banner from 1998 to 2001. Swissair Express began when English carrier Debonair, who had also recently started flying for Lufthansa, formed a joint venture with the Italian leisure airlines Air One and Air Europe. Debonair was already awarded some contracts that had the carrier doing a significant amount of flying in Italy, including domestic flights as a corporate shuttle service for construction sites. The venture sought to use Debonair aircraft on scheduled and charter flights connecting Italian leisure destinations to Western Europe. In an odd turn of events, the result was Debonair becoming the first Swissair Express carrier in 1998, but with all flights operated on behalf of either Air One or Air Europe also. 2 BAe-146-200s were assigned to the operation, with G-DEBC being painted in an all-white livery with a black nose and wearing Air One logos on either side of the nose. The other aircraft, G-DEBK, wore the standard Swissair colors at the time with the grey belly and wore Air Europe stickers. The aircraft were based in Turin\Tarino (TRN) rather than ZRH, and while the Air Europe codeshare flights mostly consisted of charters, the Air One aircraft performed 2 scheduled daily roundtrips to ZRH while leaving a large gap in the middle of the day for charters. By the end of the summer, there was scheduled work for the other aircraft as well with a weekly flight added between Geneva (GVA) and Athens (ATH) as well as between ZRH and Zagreb (ZAG). Both of these flights supplemented 6x weekly Swissair mainline flights operating the rest of the week. Charter destinations included the secondary airports for Rome (CIA) and Milan (BGY) along with various other popular Italian leisure destinations not well served by scheduled flights. In 1999, another British carrier, Flightline, was signed as a Swissair Express carrier and began operating BAe-146-200s in various business-heavy sectors with thick competition where the regional jets then freed up mainline aircraft for routes with better yields. Flightline had no other associations and operated all flights solely for Swissair, as well as SABENA and Delta by extension of a codeshare in the days before formal alliances. Debonair added the 3rd and final Swissair Express aircraft in late 1999, featuring the full Swissair livery but with the Debonair logo in the middle of the tail logo. Debonair failed soon after and all services (as well as most of the 3 Debonair aircraft) were transferred quickly to Flightline, who quickly grew the Swissair Express operation to a few more aircraft, including one larger BAe-146-300. As Swissair ran into troubles that would end with its 2002 demise, the Swissair Express contract was ended just before September 11, 2001. A few months later, Swissair itself would shut down and its assets were then acquired by Crossair which became Swiss International Airlines and assumed the role as the national carrier. Though the Express operation in 1998 is tiny, it is interesting as it was only in this state of 3 aircraft in 1998, and making a 1999 version would also mean having to re-do Swissair on a 1999 schedule to avoid duplicate flights (as RJs mostly took over existing mainline flights). As such, this is going to be the final version of Swissair for the project, and hopefully, future 2000/2001 plans will represent Swissair Express in its full glory before the shutdown. Charter flights used real destinations I could find evidence from, though the flights themselves are representative. The aircraft keep rather busy, with the Air One aircraft usually ending the night in TRN while the Air Europe aircraft is usually in ZRH or GVA at the start and end of each day. The 2 unique liveries of this operation are still needed, though the FMAI BAe-146-200 in the standard 1999-2001 Flightline colors is painted as part of this package: library.avsim.net/search.php?SearchTerm=ai_swissair_retro_1990_2000.zip&CatID=root&Go=SearchBAe-146-200 operated by Debonair for Air One\Air Europe: Download Swissair Express 1998 Flightplans Here
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Post by chasensfo on Jul 12, 2022 21:12:26 GMT -5
***PLEASE DELETE THE INCOMPLETE AIRLINES 1998 FILE FOR THIS CARRIER IF YOU ARE USING IT*** \\Evergreen International Airlines 1998 Evergreen International Airlines (1975-2013) IATA: EV ICAO: EIA (also use "EIAC" for parking") CALLSIGN: EVERGREEN Evergreen International Airlines was a storied US air carrier, operationally based in New York (JFK), with roots as a CIA shell company (formed in 1960 called Evergreen Helicopters) that operated both scheduled and charter cargo and passenger services, 747 aerial fire fighting, and even Boeing Dreamlifter transport flights for Boeing 787 fuselages. The carrier was founded from the assets of a CIA shell company that operated doing secret missions during the Vietnam War in support of the US government in Southeast Asia. In 1975, the carrier was reborn as Evergreen International Airlines after purchasing a large maintenance facility from the CIA located in Marana, Arizona (MZJ) in 1974 and Johnson Flying Service in 1975. The carrier began operating cargo sub-services for other airlines using DC-8s, DC-9s, 727-100s, Lockheed Electras, and some other aircraft while limited passenger charters were flown for US tourism-based companies, especially those based in Nevada focusing on connecting Las Vegas (LAS), Reno (RNO), and Lake Tahoe (TVL) with West Coast US Cities. Over the years, the company collected contracts from various airlines and freight forwarding companies worldwide. However, passenger services stopped by the early to mid-1980s outside of occasional military transport charters. One of the larger contracts was with the United States Postal Service (USPS), which selected Evergreen International as one of the carriers entrusted to shuttle US Mail between the mail sorting hub in Indianapolis (IND) and parts of the US and Canada. UPS, a small Lousiville, Kentucky (SDF)-based trucking company that was exploring the use of airlines with a small fleet of Boeing 727s, was another early contract in 1981 which grew to become quite large for the carrier. In 1987, the carrier set up an Express Mail Hub in IND, operating alongside other carriers like Ryan International Airlines who flew various aircraft for USPS. Meanwhile in Europe, a large contract with DHL Europe, based out of that carrier's Brussels (BRU) hub, was launched with 727s and DC-8s. In 1988, the first 747-100s was acquired and flown on behalf of Air India Cargo in a bare metal livery with a red stripe. In 1989, the 747 was brought back into the Evergreen fleet in a hybrid livery, while another 747-100 added to the fleet would wear the rest of hits history though with a different tail logo, and were used for a scheduled service to Hong Kong Kai Tak (VHHX) from JFK via the Rechienbacher Airport in Columbus (LCK). Cargolux became interested in the company and a principal investor around this time, and the company built a large headquarters facility some distance outside of Portland (PDX) in the small city of McMinnville, Oregon (which did not have scheduled air service). In 1990, the carrier adopted the final livery with an updated tail logo, and various routes were added including a service from LCK to Kuala Lumpur's Subang Airport (SZB) and Jakarta (CGK) as the carrier expanded its own services. A contract with JALCargo was operated from 1991-1993 but ended when Evergreen expanded into China and thus began competing with JALCargo. Briefly, between 1991 and 1993, a pair of DC-8-71s were operated on behalf of TNT Cargo in Europe. By the mid-1990s, the airline was operating various 747-100s with the US Military as one of the largest customers especially focused on supporting bases in Asia via the Travis AFB (SUU) and based in Western Europe from various air bases in the US East Coast along with JFK. In 1995, the carrier sold its china network to FedEx, which had just established a large Asia hub in Subic Bay (SFS) near Manila (MNL). By the late 1990s, Evergreen was operating some of its own services along with various contracts, including flights on behalf of UPS, Air New Zealand Cargo, Finnair Cargo, and the USPS. Only DC-9s remained in the narrow-body fleet, mostly connecting IND with points in the Western US during the week for USPS, but also including a "milk run" route running from Seattle (SEA) to Anchorage (ANC) via several cities in Southeast Alaska such as Juneau (JNU), Wrangle (WRG), and Ketchikan (KTN). Most of the large IND network had been dismantled and replaced by other USPS contractors flying aircraft in the colors of USPS, though some Evergreen routes were also flown by the other USPS contractors still in the late 1990s. A contract with Winnport Logistics, based in Winnipeg (YWG), saw 3x weekly service to Shenzhen (SZX) and Nanjing (NKG), and this service went on until 1999. During the Christmas shipping rush, it was common for Evergreen to provide several aircraft to UPS for some short-term SDF-based extra capacity flying, with the late 1990s seeing 747 services to Los Angeles (LAX), Phoenix (PHX), San Juan (SJU), Chicago (ORD), and Oakland (OAK) for UPS. In 2000, the Evergreen Aviation Museum was born near the airline's headquarters, featuring a 747 converted into a waterslide for an indoor waterpark attached to the museum. The airline shed its narrowbody fleet and added some 747-400BCFs to the fleet and also acquired the initial Boeing Dreamlifter contract to operate the 747LCFs between Boeing plants across the world and Paine Field (PAE) for final assembly (this contract was lost to Atlas Air soon after). From 2006, the carrier began operating the world's first 747 fire tanker, and a 2nd was added in 2009. The 2000s overall were a rough time for Evergreen, and by the early 2010s, the company had shed all but a few airlines. Losses mounted, and the airline shut down on New Years Eve, 2013. The museum, featuring 2 747s in full Evergreen colors, remains open today. Thanks to various information on the web, I was able to figure out real routes and subservices flown (even with times and flight numbers in some cases) in 1998 and 1999. So while the flight numbers and times are largely representative in these plans, it is still a very realistic representation of the carrier in 1998, in the final few years of being a "large" airline before major cuts. From the information I found online, I tried to make the IND hub bank consist of arrivals between 0000-0030 with departures around 0400 for further cities and 0500-0600 for closer cities. I will eventually make early and mid 1990s versions as well. Note that different kinds of flying require different kinds of parking and codes, I have outlined these in the flightplans file. Proper installation of these plans will require creating several extra aircraft.cfg entries for your Evergreen textures. All repaints are complete except perhaps for the DC-9-15, which I could not find: FAIB 747-200 fleet: library.avsim.net/search.php?SearchTerm=faib_747-200_eia.zip&CatID=root&Go=SearchFAIB 747-100 fleet: library.avsim.net/search.php?SearchTerm=faib_747-100_eia.zip&CatID=root&Go=SearchAIA DC-9-30v2 by Christian Gold: drive.google.com/drive/folders/1t4aJEleZB671OYpSafoyFL9cwsbSYUdV747-100\200 various ad-hoc and scheduled cargo 747-100\200 US Military Atlantic: 747-100\200 US Military Pacific 747-100SF Air New Zealand Cargo: 747-200 Finnair Cargo: 747-100SF Winnport Logistics: 747-100SF operating for UPS: DC-9-15RC\32\33F USPS routemap: Download Evergreen International Airlines 1998 Flightplans Here
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Post by chasensfo on Jul 15, 2022 5:40:37 GMT -5
\\DayLight Air 1998 DayLight Air operated by Zantop (1996-1998) IATA: NONE LISTED ICAO: ZAN CALLSIGN: ZANTOP DayLight Air was a short-lived US freight forwarding company based in Terre Haute (HUF) which used DC-8-50Fs and L-188Fs operated by Zantop for its freight services. The carrier was formed several months after Roadway Global Air (RGA), another HUF-based cargo airline that flew Convairs and 727s, either mostly or totally operated by other airlines such as Express One International, failed in late 1995. Former management involved with RGA and American International Airlines, known today as Kalitta Air, who was also based in HUF at the time, the idea was to serve a niche market of air cargo that is faster than trucking, but slower than very expensive next day overnight freight. The idea was for much less than overnight freight, shipping agencies could drop things off in the afternoon or evening, and they'd be sorted in HUF the following day instead of the night they are shipped, thus arriving 2 days later. This would be much faster than trucking and thus was still a market to explore. The plan called for daylight flights, using HUF as North-to-South and West-to-East transfer point, and signing contracts with trucking companies across the Midwest and Eastern US to provide further forwarding capabilities once the cargo arrives at an airport. In April of 1996, flights began using L-188 Electras and a single DC-8-50F in a hybrid livery of its former owner, Trans Continental Airlines, launching flights initially to Houston (IAH), Pittsburg (PIT), Toronto (YYZ), and Detroit Willow Run (YIP) where Zantop was based and most automotive freight passed through. The destinations were chosen based on contracts acquired to handle shipping for different companies in those regions, with many of the customers stolen from American International Airways. The rival and much larger carrier American International Airways grew rapidly after rival RGA failed, and HUF during the midnight to early AM hours was at capacity by 1997 most nights, so operating in the daylight allowed for ample ramp space. A few months later, 2 more DC-8-50Fs (both in ex-Trans Continental hybrid colors) were added to the fleet along with a 3rd L-188 Electra, bringing the fleet total to 3 examples of each. The new DC-8s were used to expand service to Los Angeles (LAX) and San Jose (SJC), with flights from the Western US and Eastern US arriving in the afternoon for a large sort of cargo then departing back out in the evening, in contrast to most other airlines doing this in the middle of the night. A 2nd smaller sort was operated during the day with the L-188 fleet in the morning. Plans were in progress for the carrier to expand to various large West and East Coast cities, and to acquire trucking and small aircraft routes across the Midwest US, especially focused on Iowa, Oklahoma, and Indiana. Unfortunately, the carrier had limited start-up capital and eventually lost customers back to American International Airways, who had banks at HUF with over 20 planes on the ground by 1998. DayLight Air shut down in early 1998, and while the Electras went back to other flying for Zantop, the DC-8-50Fs were stored, sitting in YIP for years still in the hybrid livery until being parted out well into the 2000s. While flight numbers and times are representative, they do represent the final "large" state of the carrier with 2 daily sorts during the daytime. The first sort at HUF occurs with the L-188s arriving shortly before 0800 and departing before 0900, then the fleet returns to HUF around 1330 departing back out a few hours later within 20 minutes before or after 1800, with flights operating daily except Saturday. I was able to find a surprising amount of information on this carrier, as business news agencies found the idea rather interesting. Thus, the destinations and operations are both realistic. Intended for use with my 1990s KHUF scenery representing the quiet airport's brief life as a cargo hub. These flightplans represent the carrier from the end of expansion in December 1996 to the end of the life of the airline in early 1998, delete the LAX/SJC aircraft for a 1996 version. The required Zantop repaints are completed, with Christian Gold having done the CPAI L-188F and myself having converted the flyable Trans Continetnal DC-8-50F livery to HJG's AI model (they don't offer an AI version of that texture) then having turned it into the Zantop hybrid livery. CPAI L-188F by Christian Gold: drive.google.com/drive/folders/19R4ppoG7l_IbHHfJ1rvuZ5SS8aSKwVzFHJG DC-8-50F by myself based off the HJG Trans Continental livery: drive.google.com/drive/u/1/folders/1BBdJeLIX5pSe-xxBPto5rj0EsAoOunE3DC-8-50F: L-188F: Download DayLight Air 1998 Flightplans Here
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Post by chasensfo on Jul 15, 2022 6:07:09 GMT -5
\\US Justice Department - JPATS 1998 US Justice Department - JPATS (1995 - Present) IATA: NONE LISTED ICAO: DOJ CALLSIGN: JUSTICE (occasionally, "JPATS" or "REPATRIATE" are used depending on the mission) JPATS is the aviation division of the US Justice Department, used to transport prisoners to and from maximum security prisons and for the deportation of illegal aliens and criminals being extradited to other countries. Prior to 1995, it was an expensive ordeal to transport prisoners, who traveled handcuffed with at least 2 US Marshalls escorting them on normal US airline flights. A 727-100 was acquired in 1995, and using a centralized hub in Oklahoma City (OKC) with a dedicated terminal, flights began in both prison transport and separation roles. In lieu of flight attendants, US Marshalls trained in aircraft evacuation oversee the flights. A 727-200 was added in 1996, and operated for the next decade with focus cities being developed in Las Vegas (LAS), San Juan (SJU), Mesa, Arizona (AZA) and the US Virgin Islands (STT). Over time, most airports near US maximum security prisons and many border towns saw visits by JPATS, while some cities which were used for inmate forwarding, like Terre Haute (HUF), saw weekly scheduled service for years. 2 ex-Alaska Airlines MD-80s in a white livery replaced the 727 fleet in the mid-to-late 2000s, followed by a 737-400 acquired from USAir. Over the years, various other aircraft such as the ATR42, Q400, Saab 2000, 737-300, and 757-200 came and went through the fleet, while carriers like Falcon Air Express, Xtra Airways, and iAero are used on a contract basis as needed, sometimes with dedicated fleets for Department of Justice (DOJ) operations. Today, the carrier operates far more deportation-related flights than prison transport ones. 727 repaint is needed, I'm using a blank white texture for now in the meantime. HUF is visited every Thursday afternoon like real life, with a few other destinations based on what I found about 90s scheduled service while flight numbers and times are representative. To help complete my 1990s KHUF scenery. As many destinations were served, I chose the ones I had good information on. The aircraft doesn't fly on Sunday, though it seldom did at the time, and is usually in OKC overnight though is also abroad sometimes. 727-200: Download US Justice Department - JPATS 1998 Flightplans Here
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Post by chasensfo on Jul 31, 2022 13:41:08 GMT -5
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Post by chasensfo on Aug 9, 2022 5:51:56 GMT -5
***NOTE FOR USERS OF FS9, FSX, P3Dv1-4*** In P3Dv5, several of the airports used in this plans now have a different modern code (but are the same airport), so beware. \\Turkmenistan Airlines 1999 Turkmenistan Airlines (1992 - Present) IATA: T5 ICAO: AKH (Now TUA) CALLSIGN: AKHAL Turkmenistan Airlines is the national airline of Turkmenistan, based in Ashgabat (ASB). The carrier was founded in 1992 as Turkmenistan Akhal, one of over 2 dozen carriers formed between 1991 and 1993 from the breakup of Aeroflot after the Soviet Union split into various independent nations, including Turkmenistan. As was common for these carriers, the initial livery of the carrier saw many aircraft in full Aeroflot colors but without the titles and the Turkmenistan flag. New colors came soon after, kept the Aeroflot blue fuselage stripe, and initially, Soviet equipment such as the An-2, An-24, An-26, Yak-42D, Yak-40, and Tu-154B was used for passenger services while IL-76TDs did cargo flights along with a few Tu-154Bs that had been converted to freighters and some large helicopters such as the Mi-6 and Mi-8, which also did on-demand passenger services. With a relatively large European and Middle Eastern network for its size, Turkmenistan Airlines was among the very first former-Soviet carriers to add Western equipment to the fleet, with some Boeing 737-300s and a 757-200 joining the fleet in 1993, followed soon after by a BAe Hawker for executive services. That same year, the airline became a member of IATA, making it one of the first former Aeroflot carriers to do so. By the late 1990s, the large fleet of An-24 and An-26 props was regulated to unpublished domestic services, government flying, and regional charter flights. Given the size of the schedule networked, much of the relatively large fleet appears to have been inactive by the late 1990s, assumingly stored in ASB and seldom used. The 1998 passenger fleet consisted of 3 737-300s and 3 757-200s, 10 Tu-154Bs (much of which were mostly inactive), 4 Yak-42Ds, a Yak-40, and 14 An-24B\RVs. 2 cargo-dedicated Tu-154Bs and 8 IL-76TDs performed cargo flights, with many flying just occasionally and also supporting the government. Dozens of Mi-6 and Mi-8 helicopters and the BAe Hawker were also still active. A leisure charter network was also maintained at the time. The Yak-40 was retired by the end of the 1990s, and the airline became an early customer of the Boeing 717 in 2001. Over the years, the airline grew to add various Western aircraft, eventually taking on the last Boeing 777-200LR ever built. In that time, the airline changed its name twice, first to Turkmen Hova Yollary, at which time it adopted the current "TUA" ICAO code and briefly used the callsign "TURKMENISTAN", and later to the current Turkmenistan Airlines, which saw the callsign revert back to "AKHAL". In 2009, the carrier adopted a new livery with a euro white fuselage and green engines and tail. COVID-19 shut down ASB and Turkmenistan for some time, and the airline emerged smaller with just a few international destinations. Flightplans and Routemaps by Vadim Stepanyuk. I broke up the flightplans to get the fleet to the proper size, so ASB will have many idle aircraft like in real life. I also added the An-24 flights from the 1993 plans as they likely were still very similar, so those are representative but realistic as these aircraft were not included in the printed schedule. I did not include the Hawker, cargo Tu-154Bs or Helicopters due to a lack of sources. I am open to adding those in the future, though currently, I do not have any working helicopter AI which is why I stopped making traffic for them. Fleet repaints by Michael Pearson may be found here: mpai4fs.com/category/repaints/airlines/turkmenistan-airlines/International Flights: Domestic Flights: Charter Flights: Download Turkmenistan Airlines 1999 Flightplans Here
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Post by chasensfo on Aug 9, 2022 6:19:41 GMT -5
//AccessAir 1999 AccessAir (1999-2001) IATA: ZA ICAO: CYD CALLSIGN: CYCLONE AccessAir was a short-lived US start-up airline which was based in Des Moines, Iowa (DSM), which operated 4 737-200s between a few small Midwestern US cities and LAX, COS, and LGA. AccessAir was founded in 1998 and was due to start up well before years' end. However, after multiple delays, the airline did not begin operations until February of 1999. The airline planned to route flights between DSM as well as Moline(MLI) and Peoria(PIA), Illinois to the US West and East Coast, undercutting other airlines with low fares but still offering service. Curiously, the airline anticipated that low first class fares would attract passengers, and the 737-200s were configured with 30 first class seats, sold as "Cooperate Coach", which offered 36-inches of seat pitch and enhanced in-flight service, though hot meals were also served in coach on flights over 2 hours! The airline relied on quick turns, with many posted at just 25 minutes. This proved near impossible at busy airports like LAX and LGA, especially in inclement weather, and the airline had an abysmal on-time performance reputation very early on. Despite the airline averaging load factors well under 50%, expansion was announced with flights to SFO, ATL, BOS, PDX, SEA, and MIA all due to start by the end of 1999. However, by November, the airline found itself dangerously low on funds and taking heavy losses, and all flights were suspended 9 months into operations. The airline stayed grounded for 1 year until enough investors were found for a reorganization and restart in November 2000 with 1 route, between DSM and Chicago Midway(MDW). In addition, the airline had secured a charter contract with Al Gore's unsuccessful campaign in the 2000 US Presidential Elections, flying staff and media as needed in support. Expansion was soon announced with new flights to CID and PHX, as well as a resumption of flights to LAX, but these flights would never happen and the airline shut down for good in early 2001, still unable to stop heavy losses. Had the airline survived, a Western expansion to SFO, PDX, and other cities was planned. Flightplans by James Hamelers on Avsim may be found here: library.avsim.net/search.php?SearchTerm=access_air_summer_1999.zip&CatID=root&Go=SearchThe FAIB 737-200 was painted by @bensplanes and my be found here: redirect.viglink.com/?key=71fe2139a887ad501313cd8cce3053c5&subId=2383086&u=https%3A//drive.google.com/file/d/1DAFP5z0yhLxJBYqXv2QSQ048FCe4w0-V/view%3Fusp%3Dsharing737-200:
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Post by chasensfo on Aug 9, 2022 7:57:04 GMT -5
Still a lot of catching up to do, and with all the new repaints and numerous variations requiring flightplans to be modified along (which then leads to me realizing the aircraft are out of order and other issues), it is very time-consuming to update plans. So it'll probably take a year or so before the existing plans are even all caught up with paints released since about last year through the next several months. Nonetheless, here are some updated plans, mostly courtesy of mikeblaze. Updates: Great China Airlines 1998 updated to version 2 - changed aircraft order for better AI parking, changed cruise speeds to AIG standard, added variations for Michael Pearson's repaints Everest Air 1998 updated to version 2 (changed cruise speed to AIG standard, changed flight plans to use tail number instead of flight number which I've found several Nepalese airlines did) All repaints now completed. AirAsia 1998 updated to version 2 (added individual 737-300 livery variations for Michael Person's repaints). I think Mikey only uploaded the World Airways leases, waiting on the standard livery to complete these guys (MD-11 did Hajj flying). Bhoja Air 1998 updated to version 2 (changed AI cruising speed to AIG standard, added livery variations for Michael Pearson's paints) All Repaints now completed. Canada 3000 updated to version 2 (re-ordered aircraft for better AI parking, AIG standard cruise speeds, added variations) All repaints now complete, including missing A320 and 757 variations by myself (some based off Eduardo's Air 2000 paints). Constellation International Airlines 1998 updated to version 2 (re-ordred aircraft for better AI parking, changed cruise speeds to AIG standard) All repaints now completed, including a missing A320 variation by myself. China Airlines 1998 updated to version 2 (updated AI cruise speeds to AIG standard, aircraft renumbered for better AI parking) Trans World Airlines - TWA 1998 updated to version 2 (re-ordered aircraft for better AI parking, added variations for Michael Pearson's recent paints, added Jetstream 31 variation). Repaint links updated for Michael Pearson's recent paints, and a further major repaint update adding Brian Wheatley's relevant paints and my newly discovered Jetstream 31 variation. TWA will need another update when the DC-9s are finally completed. They have been in progress for a while here on RAI, so one day. Repaint links updated for: Angel Air 1999 - All paints now completed. Far Eastern Air Transport - FAT 1998 - 737-200 repaint link added.
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Post by chasensfo on Aug 19, 2022 9:38:54 GMT -5
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