Summer 1998 Project flightplans

[chasensfo]

//Air Dabia 1998 v2 (16DEC22; modified fleet for repaints by Michael Pearson, re-numbered aircraft for better AI parking, set cruise speeds to AIG standard)

Air Dabia (1996-1998)
IATA: YM
ICAO: DBG
CALLSIGN: DANBO

Air Dabia was the very short-lived national airline of The Gambia, a country so small that it only has 1 commercial airport to this day 20 years later! In 1998, scheduled flights based out of Banjul(BJL) were flown by a pair of Fokker 28-1000s while a 727-200 did public charters. Very interestingly, in 1997, the airline picked up a 747-100(the one involved in the UA811 disaster!) and briefly flew it on government charters before sending it to KPBG for repairs or to be reconfigured for use. From what I gather, the company working on the aircraft went bankrupt during the service of the 747 with the engines already having been removed. The airport was unsuccessful in setting up a pick-up date from the airline, who abandoned the 747 at this random airport where it sat for 2 years until late 1999 when the airport repossessed the plane and ferried it to MIA. Once in MIA, it was sold to one of many storage/conversion companies in the area! I have made plans to have the aircraft spend most of the week in KPBG while sitting 2 days in BJL as eye candy at that tiny and quiet airport and also make a real one-time trip to Edinburgh(EDI) to represent the government's capacity for its short life. The 727 does a maintenance ferry flight as well to LFMP, which it did in real life. The airline failed by the end of 1998, and The Gambia was left with the Mahfooz Aviation YS-11s as the last scheduled flights of a Gambian airline.

***NOTE****

Please assign "ATC_Parking_Types=RAMP" to the 747 as it will not be using passenger gates in these roles.

Fleet repaints by Micheal Pearson may be found here: mpai4fs.com/category/repaints/airlines/air-dabia/


Fokker 28 scheduled flights:



727-200 Charters:



747-100 Ferry flight and VIP charter:



Download Air Dabia 1998 v2 Flightplans Here

[chasensfo]

//Congo Airlines 1998 v2 (16DEC22; Added some aircraft, added fleet variations for fleet repaints by Michael Pearson, re-numbered aircraft for better AI parking, set cruise speeds to AIG standard)

Congo Airlines (1994-2011)
IATA: EO
ICAO: ALX
CALLSIGN: ALLCONGO

Congo Airlines is perhaps better known as what it later became, Hewa Bora Airlines(HBA), and what it was previously known as, Zaire Airlines. The Democratic Republic of Congo(DRC) was very volatile and the airline, along with the entire nation itself, went through several name/code changes in the decade or so that it existed. The airline was based in Kinshasa(FIH) and founded in 1994 from the merger between Shabair and Zaïre Express, with the DRC being named Zaire at the time. At it's founding, the airline was mostly operating scheduled flights with 727-100\200s for the first several years including 1998, though the airline had stored several Bac 1-11-500s. I have represented the stored aircraft by having them sit idle in FIH with each doing touch-and-go landings 2x weekly for an hour. A 737-200 was active in the fleet but not on the schedule, so I have given it a few charter flights. In addition, the airline operated a VIP Hawker jet and a 707-300 freighter for a total of 11 aircraft. I have made representative plans for these aircraft. There were a "surprising" number of airlines based in the Congo in 1998, and competition in the domestic market was rather fierce. Maybe not so surprising when one discovers that back then "charters" usually consisted of illegally sneaking guns and troops to Angola, which explains the bustling aviation scene in the late 1990s DRC. Sadly, due to this instability, one of the 727s was shot down just after takeoff in 1998 by an anti-government militia, killing all on board. Later, the country would change hands and names several more times, and aircraft as large as the 767-200 would join the fleet after the name change to Hewa Bora Airlines until the failure of the airline in 2011.

To make these plans represent Zaire Airlines 1994-1997 in your sim, simply plug in Michael Pearson's Zaire Airlines repaints into these flightplans instead of the Congo Airlines textures. The routes did not change much, nor did the fleet.

All repaints are completed except for the Hawker (use a generic Hawker livery) and the Bac 1-11-500s, which are just stored on the apron anyway.

Fleet repaints by Michael Pearson may be found here: mpai4fs.com/category/repaints/airlines/congo-airlines/


Scheduled 727-100/200 Flights:



737-200 Charter Flights:



HS 125-403B Hawker VIP Charter Flights:



707-300C Cargo Charter Flights:



Download Congo Airlines 1998 Flightplans v2 Here

[chasensfo]

//Cameroon Airlines 1998 v3 (16DEC22; Added a missing leased 737-300 and some other aircraft, added fleet variations for Micheal Pearson's repaints)

Cameroon Airlines (1971-2008)
IATA: UY (later changed to QC)
ICAO: UYC
CALLSIGN: CAMAIR

Cameroon Airlines was the national airline of the French-speaking African nation of Cameroon, based in Douala(DLA). Interestingly, the airline was founded when Cameroon split from the group of nations that were represented by Air Afrique. Air France provided the airline with 707s and 737s and helped them start initial service, which included flights to Paris(ORY). The airline never got very big, but grew steadily and by 1998, it had an extensive domestic network considering the fleet size and economics of the region. Most routes were flown with 2 737-200 Combis and 3 737-300s(one in an albino livery leased from JAT) while a 747-200BM(which would crash-land in CDG 2 years later) did a few domestic flights and went onwards to Paris(ORY), London(LGW), and Johannesburg(JNB). Sadly, several of the domestic airports severed in these plans no longer have scheduled service today, and may not be AI capable by default in Flight Simulator. Like most African airlines, the fleet is stretched thin and there isn't much time on the ground during the day for most of the fleet. The 747 does spend a day on the ground usually when abroad for crew rest, and a 737-300 oddly has a scheduled 4 day sit in Zimbabwe. That makes me wonder if there was maintenance or leasing work done in HRE. In addition to the scheduled fleet, the airline had an airworthy HS-748 stored in DLA, which will do a twice weekly touch-and-go session, and a DHC-7 for local charters which I have included. The 747 would be replaced by a pair of 767s in 2001, and the airline would modernize, adding types like the 757, CRJ, and ERJ to the fleet. Sadly, in 2005, French authorities were forced to revoke the carrier's permission to operate in the country due to maintenance issues, and the highly lucrative flights to ORY abruptly stopped with thousands of tickets sold. Air France still had a financial stake in the airline and withdrew funding. Rising fuel prices at the time sealed the airline's fate before flights to France were allowed to resume, and the airline was liquidated in 2008.

Aircraft have very long ground times, so you will at times see much of the fleet in DLA. As 737-300s were entering and exiting the fleet, the aircraft don't fly much for the most part though this was the largest that the 737 fleet ever got for Cameroon Airlines.

All repaints are completed except for the DHC-7:

Fleet repaints by Michael Pearson: mpai4fs.com/category/repaints/airlines/cameroon-airlines/

AIA 737-300 (FS9 Native): library.avsim.net/search.php?SearchTerm=aia_733_cameroon.zip&CatID=root&Go=Search

FAIB 737-300 YU-ANL JAT Hybrid (FS9 Native by myself): drive.google.com/drive/u/1/folders/1KKIjSN_GyNxnmIuPky5xxoDvTNUZphnI

DWAI HS748 and AIA 737-200C (FS9 Native): library.avsim.net/search.php?SearchTerm=cameroon-fleet_76.zip&CatID=root&Go=Search


747-200BM flights:



737-200/300 flights:




DHC-7 Charter Flights:




Download Cameroon Airlines 1998 v3 Flightplans Here

[chasensfo]

\\TAAG Angola Airlines 1998 v2 (16DEC22; Added 2nd 747-300, added variations for Micheal Pearson's fleet repaints, changed cruise speeds to AIG standard)

TAAG Angola Airlines (1938 - Present)
IATA: DT
ICAO: DTA
CALLSIGN: DTA

TAAG Angola Airlines is the national airline of the African nation of Angola, based in Luanda(LAD). The airline was one of the first scheduled passenger airlines in Africa and is among the oldest airlines in the world still operating. Like much of Africa, Angola has seen plenty of conflict and economic disparity over the decades, but TAAG has been one of the more successful carriers. In 1998, TAAG was 1 of just 3 African carriers serving South America, with the other 2 being Bellview Airlines of Nigeria and South African Airways. A lone 747-300 Combi performed these flights along with a few other routes, including flights to South Africa. A pair of IL-62s flew just a few times per week, with a trip to the Congo(FIH) and a trip to Havana(HAV) via Cabo Verde(SID). Otherwise, these jets are mostly seen sitting in LAD, as did most of the fleet. A 707-300B was still active and scheduled on a weekly flight to Lisbon, Portugal(LIS). 4 737-200s and 1 737-200 Combi did regional flights across Africa and domestic flying, serving most points once or twice weekly and spending most of the week idle in LAD. The rest of the domestic flying was done with a fleet of 5 Fokker 27s, of which TAAG operated 4 different variants of the type. I have segregated these types in hopes that someone will paint the different models on Christian Page's AI models. TAAG had some very short ground times on some routes, with 737s scheduled just 10 minutes on the ground in some cities! Because of this, there are cities in Angola that only have an airplane on the ground for 10 minutes per week, so most airports in the nation will still be very empty, and it rare to spot commercial flights at many of them at the time during much of the week. TAAG would be one of the few African airlines active in the late 1990s to be alive and well by 2020, active today flying modern aircraft like the 777-300ER.

As was common at the time, much of the fleet has a low utilization time, so LAD will usually have a portion of the fleet parked. The Fokker fleet in particular was barely used for scheduled flights, with no evidence of regular charters either. Flights operated by Air Madagascar while a 747-300M was down in 1998 are included with the latest update to that carrier.

Flightplans by Vadim Stepanyuk and myself.


The repaints are all completed:

FAIB 747-300M\737-200\C + NAAI 707-300 Fleet by Michael Pearson: mpai4fs.com/category/repaints/airlines/taag-angola/

NAAI 707 + CPAI Fokker 27-600 (may also be used on other CPAI Fokker models to complete the fleet) by Brian Wheatley: brians-retro-ai.com/category/repaints/taag-angola-airlines/

AIA 747-300M (FS9 Native): library.avsim.net/search.php?SearchTerm=ai743dta.zip&CatID=root&Go=Search

TCAI IL-62M (FS9 Native): library.avsim.net/search.php?SearchTerm=tcai_il62md30_dta_32bit.zip&CatID=root&Go=Search

NAAI 707-300B by Brian Wheatly: brians-retro-ai.com/2020/05/27/taag-angola-airlines-boeing-707-320c/

FAIB 737-200 (FSX Native): library.avsim.net/search.php?SearchTerm=faib_b732ll_dta_fsx.zip&CatID=root&Go=Search

FAIB 737-200 Combi (FSX Native): library.avsim.net/search.php?SearchTerm=faib_b732_dta_fsx.zip&CatID=root&Go=Search

DWAI Fokker 27 (FS9 Native): library.avsim.net/search.php?SearchTerm=taag+fokker&CatID=root&Go=Search


747-300:



IL-62M:



707-300B:



737-200\737-200 Combi:



Fokker 27:





Download TAAG Angola Airlines 1998 v2 Flightplans Here

[chasensfo]

\\Jet Link Holland 1999

Jet Link Holland operated by Schreiner Airways (1998-2000)
IATA: NONE LISTED
ICAO: JLH (Also use "DHL" for parking)
CALLSIGN: SCHREINER


Jet Link Holland was a short-lived Dutch cargo airline based in Amsterdam (AMS) and headquartered in Hoofddorp. Jet Link Holland was founded in 1995 by Sobhy Abdel Messeh but did not acquire its first aircraft until March 1998, by which time Jet Link Holland was one of the first start-up cargo carriers with a full website. The first aircraft was an A300B4-203 which was formerly F-BVGO with Air France before being retired in 1997 and converted to a freighter in the United States as N825SC. In July of 1998, the carrier also acquired ex-Alitalia A300B4-203 I-BUSF, which had been retired by the carrier in 1997 and also converted to a freighter with N59123 as a temporary US registration. Both aircraft initially wore US registrations before entering service, mainly sitting around AMS but wearing the full colors of Jet Link Holland. Before the carrier began its own commercial operations, N825SC was registered in Egypt as SU-BMZ and leased out to Egyptian cargo carrier Tristar Air, who operated it on behalf of the new Algerian carrier Khalifa Cargo out of Algiers (ALG). The aircraft retained the Jet Link Holland tail design but had the fuselage titles removed prior to relocating to ALG via Palma de Mallorca (PMI), where it was photographed by chance in the short-lived hybrid colors. An agreement was reached with DHL to provide cargo services from AMS and Brussels (BRU) to Helsinki (HEL), with DHL at the time operating a large BRU hub but having a very small presence at nearby AMS. Schriner Airways, a Belgian airline that was currently operating DHC-8-300s on behalf of SABENA and a pair of A300s on contract cargo services, was selected to operate the other A300. Flights began in mid-November of 1998 with the aircraft re-registered in The Netherlands as PH-JLH, with most flights taking place in daylight, contrary to normal DHL cargo operations. By the summer of 1999, SU-BMZ was returned to Jet Link Holland and deployed to BRU and AMS to HEL routes for DHL as PH-JLI, adding extra capacity to the route. The carrier soon also began various routes to Africa and the Middle East, mostly to former Dutch colonies via ALG but also to Egypt and Saudi Arabia among others. After the winter 1999\2000 season, the DHL contract was not renewed and both aircraft were parked and briefly stored at the Bristol-Filton (FZO) airport in the UK. PH-JLH was leased out to Schreiner Airways and used to launch the short-lived "Schreiner Airways Cargo" brand, being painted in the full colors of the new subsidiary. PH-JLI was leased back to Tristar Air who resumed contracted flying as Khalifa Cargo, with that company having since launched a passenger subsidiary in 1999 called Khalifa Airways. Jet Link Holland continued operating essentially as a leasing agency managing its 2 A300s until 2002 when the business shut down. PH-JLH went on to Turkish carrier MNG Cargo Airlines for a long life while PH-JLI was eventually damaged beyond repair during a crash landing in Mogadishu (MGH) in 2015 after running out of foul on a UN-sponsored humanitarian flight. The founder of the company went on to start a flight academy.

While the destinations and routings are real, the flight numbers and times are representative. The DHL flight schedule should be fairly accurate time-wise based on photo evidence. Khalifa Cargo flights will be released separately and will avoid having SU-BMZ and PH-JLI in ALG at the same time.

TFS A300B fleet repaints by Christian Gold here (FS9 Native): drive.google.com/drive/folders/1vFnUmN_x6ZDdlLDHZEWyZGIGk0EAGkHW


A300B4:




Download Jet Link Holland 1999 Flightplans Here

[chasensfo]

\\Libyan Arab Airlines 1999 v2 (18DEC22; added A320 and 2 Fokker 28s, added new livery variations for the 1999-introduced livery, broke up Fokker 27s into specific types to take advantage of CPAI models, re-ordered aircraft for better AI parking, changed cruise speeds to AIG standard, renumbered aircraft to easily install any future fleet variations.)

Libyan Arab Airlines (1965 - Present)
IATA: LN
ICAO: LAA
CALLSIGN: LIBAIR

Libyan Arab Airlines is the national airline of Libya, based in Tripoli (TIP) with a major hub in Benghazi (BEN). At one point, much like the country of Libya, the airline was international and fast-growing, with flights across Europe and Africa and even flying 747s at one point. However, due to the violent instability of the nation over several decades, the airline has had to cease operations several times, though it continues to survive. In March 1992 United Nations Security Council imposed an embargo on Libya for the Libyan government allegedly having supported the terrorists responsible for the bombings of Pan Am Flight 103 and UTA Flight 772. Libyan Airlines was denied any landing or overflight rights of third-party countries. Thus, all international flights came to an end and LAA could only operate on domestic routes. By April 1999 the airline had been reduced to a skeleton operation, operating two Boeing 727s, a Fokker F28 and some Fokker F27s on irregular domestic services. The rest of the fleet mostly sat stored during this period, and I have created all the deactivated aircraft having them mostly sit in Tripoli(TIP) stored but making 2 touch and go sessions per week as required to get the planes to display. A few aircraft are also in MRA, GHT, and BEN as well. Several VIP aircraft were also operated, and I have included these as well, also not flying too much but making a few domestic flights. In the summer of 1999, very limited international flights resumed to Italy, Jordan and France, serving MXP,FCO, AMM and ORY. At the same time, South Africa allowed Colonel Muammar Al-Gaddafi to visit South Africa(JNB) to attend the inauguration ceremony for Thabo Mbeki in his VIP 707. I have also included representative flights for these aircraft. The A300s were retired from the fleet already at the time. The airline would lease a TransAer A320 and Air Djibouti A310 at the very end of 1999 and used those aircraft to grow the network a bit further, and in 2006, the airline shortened their name to Libyan Airlines, and is active today(though still caught in constant conflict and hardship.

The A320 leased from TransAer began flying in late 1999 wearing the new livery of the company, 2 Fokker 28s also arrived at the same time in those colors and deployed on most international flights once they were active. These aircraft are included, with the A320 routes having representative times but proper flight numbers. A320 flights at the time were on a scheduled-charter basis with regularly scheduled flights beginning to MXP, MLA, FRA, LHR, and ZRH (possibly others) in early 2000 after a 2nd A320 was leased. I did not find evidence of 727s or the existing Fokker 27 or 28 fleets getting repainted. The lone A300-600R was leased back to EgyptAir until 2001 and thus not included, it returned in 2001 in the new 1999-introduced livery. In 2002, Libyan began to return to a brown\gold livery more similar to the 1974 color scheme. I broke up the Fokker 27 fleet into specific models for future CPAI model repaints.

Flightplans by Vadim Stepanyuk and myself.


NOTE: Please add a second aircraft.cfg entry for the stored aircraft with:
"atc_parking_types=RAMP
atc_parking_codes=XLAA"

This will ensure the aircraft sit stored on the ramp and not clogging up gates in a future ADE release of Tripoli.

The biz jets are needed, but the airliners are done except for the 1999 livery Fokker 28. So far, I do not know of any P3D native textures. The following repaints are available:

NAAI 707-300C: library.avsim.net/search.php?SearchTerm=texture.laa_316815.zip&CatID=root&Go=Search

FAIB A320 by Christian Gold (FS9 Native): drive.google.com/drive/folders/1LNh8g-EG-ddWa99AWLnqSsOTW60yAouL

AIA 727-200 (FS9 Native): library.avsim.net/search.php?SearchTerm=ln74_b722.zip&CatID=root&Go=Search

FMAI Fokker 28-4000 1974 livery: library.avsim.net/search.php?SearchTerm=fmai_f28_libyan.zip&CatID=root&Go=Search

DWAI Fokker 27: library.avsim.net/search.php?SearchTerm=dwai_f27_libyan.zip&CatID=root&Go=Search



A320-200 leased from TransAer charters:



727-200 scheduled international flights:



Fokker 28-4000 scheduled international flights:



Fokker 27\28 + 727-200 domestic flights:



Falcon 20\Falcon 50\Gulfstream GII\707-300C VIP Flights:




Download Libyan Arab Airlines 1999 v2 Flightplans Here

[chasensfo]

\\Montenegro Airlines 1999

Montenegro Airlines (1997-2020)
IATA: YM
ICAO: MGX
CALLSIGN: MONTAIR

Montenegro Airlines was the national airline of Montenegro, part of the former Yugoslavia, based in Podgorica (TGD). Though Montenegro became independent from Yugoslavia in 1992, the carrier was not founded until May of 1997 after a series of brutal wars in the region had ended. Those same wars left Montenegro and most of the other nations in the region left as some of the most impoverished in the Western world. As such, there was little demand for a new state carrier, and the airline operated with a pair of Fokker 28-4000s the first few years of its existence. The first route was an international service to Bari, Italy (BRI) from TGD, which was actually the 2nd largest city in Montenegro for air traffic behind the resort city of Tivat (TIV), which was becoming popular with European leisure airlines again. As the carrier expanded its route network, the few domestic routes mostly operated from TGD while international services to places like Budapest (BUD), Zurich (ZRH), and Skopje (SKP) mostly operated from TIV. The airline also ran frequent leisure charters out of both cities, mostly to Greece and Italy but also occasionally to Germany and other parts of Western Europe and the Mediterranean. As TIV and TGD are relatively close together, there were only a few weekly scheduled flights between the two in addition to international flights commonly stopping over in both cities. Despite the low frequency of flights, TGD-TIV was still the only scheduled domestic route for the carrier by the end of the 1990s. Starting in 2000, larger and more modern Fokker 100s began to arrive, and the network expanded to add FRA as a regular destination. The airline expanded as far out as Western Russia by the time it added its first new aircraft in 2008, an Embraer 195. The carrier remained small in size and didn't change its route structure much during the 2010s. The COVID-19 pandemic took a harsh toll on aviation in Montenegro, and the carrier shut down in December 2020 after 28 years in service. A new national carrier, Air Montenegro, was founded with some of the assets of Montenegro Airlines in 2021.

Flightplans by Vadim Stepanyuk, I added the charters. Charters are representative but the destinations are real.

FMAI Fokker 28-4000 repaint by Christian Gold here (FS9 native): drive.google.com/drive/folders/1mW-6Jr4SZWnVveFRiri9KmgCp5DrnRok


Fokker 28-4000:



Fokker 28-4000 Charters:




Download Montenegro Airlines 1999 Flightplans Here

[chasensfo]

\\TAP Air Portugal 1998 v2 (18DEC22; re-ordered aircraft for better AI parking, changed cruise speeds to AIG standard, renumbered aircraft for easy installation of future variations, repaint links updated)

TAP Air Portugal (1945 - Present)
IATA: TP
ICAO: TAP
CALLSIGN: AIR PORTUGAL

TAP Air Portugal is the national airline of Portugal and one of the largest airlines in Europe. As Portugal has a history of being one of the first nations to launch worldwide exploration and colonization of foreign lands, Portuguese is spoken in various countries outside of Portugal, and the country has ties to distant geographical areas. While the majority of TAP's flying in 1998 was domestic flights, including extensive flying to the Azores, and flights to major European cities, TAP's long-haul network was mostly serving nations with ties to its past, such as Macau, Brazil, and formerly colonized African nations. TAP was in the process of modernizing the fleet, with the L-1011-500s having been replaced by A340s and A310-300s and the 727-200s and the majority of the 737-200s having been replaced by A319s and A320s. Only 3 737-200s remained in 1998, mostly flying domestically and to nearby European nations, and 2 of them wore special "Expo 1998" titles across the bottom of the aft fuselage advertising Lisbon's upcoming expo. Most of the 737-300s were still in the fleet and TAP operated a good number of them all across Europe, 2 of which were painted in vibrant special liveries. The A319s and A320s mostly served the same role as the 737-300s, but the A320s also made flights down to OXB in Western Africa. As Portugal is a popular holiday destination, extra capacity was often needed in the summertime, and in 1998, an Air Macau A320 in Air Macau's full livery was wet-leased and flown by TAP. Though Lisbon(LIS) and Porto(OPO) are the main hubs, the holiday destinations like FNC and FAO as well as the Azores are well connected to various cities. The A310-300s and A340-300s were mostly used for long-haul flights, but they did make plenty of flights to the Azores and the A310s popped up in large European cities like London(LHR) and Milan(LIN). On Saturdays, an A340-300 routed from LIS-DUB-FAO-DUB-LIS, carrying Irish holidaymakers to Portuguese beaches. The A310s flew the carrier's flights to North America, the Caribbean, and to various secondary Brazilian cities, with Brazil being the largest long-haul network from Portugal due to cultural and linguistic connections. The A340s also served Brazil but focused on the larger cities GRU and GIG, sometimes with multiple daily flights despite heavy competition at the time from VARIG, VASP, and Transbrasil. The A340s were also used on a twice-weekly LIS-DMK-MFM route(making it the only long-haul flight from Macau) and on several routes to JNB stopping in various cities on the way along with some nonstop flights. Other than the aforementioned few aircraft, the rest of the fleet wore standard colors. TAP would outlive its Brazilian rivals, eventually, add even more Transatlantic service, and purchase the former VARIG hangar in GIG as so many TAP aircraft began to spend time on the ground there. TAP today thrives and was recently the launch customer for the A330-900NEO.

Be sure to make a new aircraft.cfg entry for the Air Macau A320 to give it the TAP parking code and callsign!

Flightplans by Miguel Ceballos and myself, this was Miguel's first airline to be released and he did a great job!


The following repaints are available, the rest are needed (including most of the special liveries):

FSPX A340-300 + FAIB A319\320 fleet by Nils Gosselin: drive.google.com/drive/folders/1U1ECpeJmz4xVyZFOvK9SZRLxXVW4uhZi

TFS A310-300: www.juergenbaumbusch.de/?p=11958

FAIB A320 Air Macau by Ranmori Scythe (Part of a package): library.avsim.net/search.php?SearchTerm=airlines_of_hong_kong_1998.zip&CatID=root&Go=Search

FAIB 737-200 by Brian Wheatley: brians-retro-ai.com/repaints/tap-air-portugal-boeing-737-200/

TFS A340-300(paint over star alliance logo; FS9 Native): www.flightsim.com/vbfs/fslib.php?do=copyright&fid=130715

TFS A310-300, DJC A320, FAIB 737-200\300 by Eduardo Villanueva (FS9 Native): library.avsim.net/search.php?SearchTerm=tap_air_portugal_fleet_1994.zip&CatID=root&Go=Search


A340-300:



A310-300:



A320:



A319:



737-200\300:




Download TAP Air Portugal 1998 v2 Flightplans Here

[chasensfo]

\\Air Malta 1998 v2 (18DEC22; reordered aircraft list for better AI parking, renumbered aircraft for easier installation of future livery variations, changed cruise speeds to AIG standard, added repaint links)

Air Malta (1973 - Present)
IATA: KM
ICAO: AMC
CALLSIGN: AIR MALTA

Air Malta is the national airline of the small island of Malta in the Mediterranean Sea. Being well positioned between Europe, Africa, and the Middle East, the airline had a vast network for it's relatively small size. In 1998, the airline was flying a Bae-146-100 and some 737-300s, 737-400s, and A320s with the 737-300s being the backbone of the fleet. While some of the busier routes were operated daily or multiple times per day, the majority of routes were operated just 1-3 times weekly, enabling the airline to serve more cities. With Malta being a holiday destination, the destinations are a mix of business routes and routes to land-locked cities for tourism. Many cities which were served more than once weekly saw service with the various 737 types and A320. The Bae-146 was gone in early 1998, and I assigned an extra 737-300 to this aircraft as it wasn't on the schedule. Extra 737-300 flights were assigned to the 737-400 as well, but the schedule and photo data appeared to suggest that this was common in real life at the time. A 737-400 was leased from Pegasus of Turkey for the summer of 1998 and operated in that company's full livery, while the rest of the fleet wore the standard Air Malta livery with no known variations. In addition to these aircraft, a Bulgarian company operating as Malta Air Charter was flying high-frequency service on a very short flight between MLA and GZM(a cool heliport with a short aircraft-type runway) with 2 Mi-8P Helicopters on behalf of Air Malta. These flights are included.

All repaints are completed except for the helicopters and the 737-400 in the Pegasus livery. The following paints are available:

FSPX A320 by Nils Gosselin: drive.google.com/drive/folders/1CTarq878bRdmnTw3qghUtU4wem-xciSK

DJC A320 (FS9 Native): library.avsim.net/search.php?SearchTerm=endeavourai_air_malta_a320_vlt.zip&CatID=root&Go=Search

FAIB 737-400 by Christian Gold (FS9 Native): drive.google.com/drive/folders/10S9I0PjfCp-C7cEXdGplEkR2_-QoohSU

FAIB 737-300 by AIG member cee jaayy: app.box.com/s/36gar779tk3ybwco121w8vd0pahjqw1t/file/285908521669

FAIB 737-200 by AIG member cee jaayy: app.box.com/s/36gar779tk3ybwco121w8vd0pahjqw1t/file/283338981162

FMAI BAe-146-100 by Christian Gold\APG Designs (FS9 Native): drive.google.com/file/d/1vho0dUSpJkgk6qYsla29q530mllZP2pY/view?usp=sharing


A320:



737-300\400:



737-200\BAe-146-100:



Mi-8P Helicopter operated by Malta Air Charter:




Download Air Malta 1998 v2 Flightplans Here

[chasensfo]

\\Adria Airways 1998 v2 (19DEC22; reorganized aircraft list for better AI parking, added variations for Micheal Pearson's repaints, added AIG standard cruise speeds)

Adria Airways(1961-2019)
IATA: JP
ICAO: ADR
CALLSIGN: ADRIA

Adria Airways was the flag carrier of Slovenia, named after the nearby Adriatic Sea, and based in Ljubljana(LJU). The carrier was founded in 1961 as Adria Aviopromet (which translates roughly to Adria Airways) using a pair of ex-KLM DC-6Bs for services in the Adriatic region onward to Western and Eastern Europe. Initially, the company was based in Zagreb, Croatia (ZAG) but the airline relocated to LJU when that airport opened in 1964. In 1968, the airline merged with InterExport of Slovenia and became Inex-Adria Aviopromet (Inex-Adria Airways), though within a few years the company was back to trading as Adria Airways. The following year in 1969, an order was placed for a brand new DC-9-32 jet and the carrier briefly operated a Caravelle jet as well during the year of 1972. 4 DC-6s remained in the fleet alongside the new jets into the early 1970s before the last DC-6 was retired in 1976. Through the 1970s and 1980s, the airline expanded to add more DC-9s, including 1 Rapid Change (RC) variant DC-9-32 and some DC-9-40s, along with stretched MD-80s. Some DHC-7s were also added during the 1980s, mostly used for regional flights to underdeveloped airfields. In 1989, the airline became one of the very first operators of the Airbus A320, with the first example delivered in an experimental livery which was discarded in favor of the carrier's final livery which was introduced in 1990. The 1990s brought with them very turbulent times for the airlines of Slovenia and the rest of the former Yugoslavia as nations in the region began declaring independence. Slovenia declared its own independence in late 1991, and the "YU-" registered aircraft were replaced with an "SL-" registration prefix briefly before Slovenia settled on an "S5-" prefix. Shortly after declaring independence, LJU was attacked by Yugoslavian forces leaving 4 of Adria Airways' small fleet of aircraft badly damaged or destroyed. One of the damaged aircraft was a brand new A320 which took 1 year of expensive repairs in Toulouse (TLS) before being ready for commercial service again. The rest of the Adria fleet barely had time to evacuate before the attack, and upon their return, it was clear that the damage to airport infrastructure at LJU would take some time to recover. As such, the company never accepted the last 2 new A320s it had ordered and continued operating just 3 examples through the 1990s. The MD-80s were retired by the late 1990s as were most of the DC-9s and DHC-7s. Though the carrier maintained a small fleet through most of its history, the airline maintained a decent route map and was in the process of modernizing and rebuilding the fleet in 1998. A DHC-7 and one of the last 2 DC-9-32s were both retired by the end of 1998, leaving 1 DC-9-32 along with 3 CRJ-200s and 3 Airbus A320s. While most aircraft wore the standard livery, a CRJ-200 and an A320 wore special "Slovenija" decals across the aft fuselage. Most routes were operated only a few times weekly, but some major routes like LJU-FRA were operated twice daily. The airline's fleet and route structure would stay similar, with more CRJs being added, including the CRJ-700 and -900, and the 3 A320s remaining with them. Various aircraft were leased short-term, including Saab 2000s and 737-500s. In 2004, the carrier even joined the Star Alliance, making it one of only a few airlines in the region with an alliance affiliation. Sadly, the 2010s were very financially turbulent for Adria Airways, and the airline failed in 2019 as airlines in Europe began to lose the struggle with the by-then-massive ultra-low-cost carriers that had popped up in the 1990s-2000s. After the failure of the state carrier, LJU became mostly served by a variety of carriers operating just 1-3 routes, with most of those carriers being seasonal.

Flightplans by Vireak Ball.


All repaints are available:

FAIB A320 fleet: library.avsim.net/search.php?SearchTerm=faib_a320-200_adr.zip&CatID=root&Go=Search

AIA DC-9-30v2 fleet: library.avsim.net/search.php?SearchTerm=aia_dc-9-30v2_adr.zip&CatID=root&Go=Search

DWAI DHC-7 fleet: library.avsim.net/search.php?SearchTerm=dwai_dhc-7_adr.zip&CatID=root&Go=Search

RFSL CRJ-200 fleet: mpai4fs.com/2022/04/22/adria-airways-crj-200-2/

AIM CRJ-200 fleet: library.avsim.net/search.php?SearchTerm=aim_crj-200_adr.zip&CatID=root&Go=Search

DJC A320 (remove Star Alliance logo; FS9 Native): library.avsim.net/search.php?SearchTerm=ai320jp3.zip&CatID=root&Go=Search

AIG DC-9-30 and DWAI DHC-7 by RAI user Linguistpilot may be found here (FS9 Native): www.dropbox.com/sh/m5w0xcwvt58tdwc/AACJqtDSPbkIa47Znklu7_EDa/Adria%20Airways.zip?dl=0

AIM CRJ-200 (use S5-AAH texture and paint over Star Alliance logo; FS9 Native): library.avsim.net/search.php?SearchTerm=aicr2jp3.zip&CatID=root&Go=Search


DHC-7:



CRJ-200:



DC-9-32:



A320-200 IAE:



Download Adria Airways 1998 v2 Flightplans Here

[chasensfo]

\\TAROM 1998 v2 (19DEC22; added 2 737-300s which arrived in 1999 since the 1999 livery is active anyway, reordered aircraft for better AI parking, added variations for available repaints, changed cruise speeds to AIG standard)

TAROM (1954 - Present)
IATA: RO
ICAO: ROT
CALLSIGN: TAROM

TAROM operated by JARO (1996-2001)
IATA: RO
ICAO: ROT
CALLSIGN: JARO

TAROM Cargo operated by JARO (1996-2000)
IATA: RO
ICAO: ROTC
CALLSIGN: JARO

TAROM is the national airline of Romania, and one of the largest carriers in Eastern Europe, based in Bucharest(OTP). Being founded during the Cold War and located in the Eastern Bloc, TAROM initially mostly flew Soviet-era aircraft like most other airlines in the region. These included Lisunov Li-2s, An-24s, Il-14s, Il-18, Il-62s, and Tu-154s. But after the fall of the Soviet Union, the airline quickly Westernized. Tu-154B-2s, IL-62s, a Bac 1-11-475, and some An-24RVs were kept in the fleet but stored in Bucharest(OTP) and the time. I have created these aircraft, having them sit idle in OTP as they did in 1998 with 1 weekly VFR flight to the domestic airport of Bucharest(BBU) where they do some touch and goes and then return to storage. A future ADEX for OTP will ensure these planes park in the correct area. The An-24RV was still very active in TAROM's fleet, and several of them were busy flying most of the country's domestic routes out of Bucharest's domestic BBU airport. The only An-24RVs in OTP were the stored aircraft. All other flights were based out of OTP, with few domestic routes across the rest of the fleet, mostly just stops in TSR or CND en route from OTP on international flights. The pair of ATR-42-300s would soon be joined by several ATR-42-500s, but just the 2 of them were active in 1998, flying both domestically and to nearby international destinations like BUD and PRG. Several Bac 1-11-500s and their Romanian-manufactured counterpart, the RomBac 1-11-561RC, were very active on several international routes with domestic stops, flying as far as CPH. 737-300s made up the backbone of European flying, serving most of the major Western cities. A very busy pair of A310-300s operated a surprising number of routes to Asia, India, the Middle East, and the USA, though most were just once or twice weekly. These aircraft will be hard to spot at OTP as they are rarely home for long. In addition to these mainline aircraft, a pair of 707-300Cs were operated by JARO international for TAROM on a combination of freight services, mostly to OTP, and holiday charter flights from Romanian cities to PMI. I have included these flights as well, with a white 707 flying freight and another with TAROM tail flying passenger charters.

As TAROM was changing liveries in the late 1990s, there is a mix of liveries for some fleet types with aircraft popping up in the 1999 introduced livery. Due to photo evidence limitations, it was hard to assign liveries beyond the 737 and A310 fleets accurately, but it is clear that both A310s wore their original 90s liveries until being grounded in the early 2000s for several years. When they emerged back into service in 2007, they were then repainted into modern colors. Assign them how you see fit if you wish. As the 1991 livery is FS9 native in 1024 resolution, only the 2000s livery is in HD for the A310s at the moment. I am not sure if any An-24RVs or ATRs were in the new colors in the 1990s. For the retired aircraft, create a separate aircraft.cfg entry with them and assign "ATC_Parking_codes=XROT" and "RAMP" parking types, this way they will sit properly stored and not clogging up gates with a future ADEX released for 1998 OTP based on a great freeware scenery. Use "JARO" for the 707 callsigns.

Flightplans by Vireak Ball and myself.


All repaints are completed except for the Bac 1-11-400 (only used for storage anyway). Many liveries are not yet available in Prepar3D native format. The following repaints are available:

TFS A310-300 Fleet 2007 livery (not worn until early 2000s, but HD paints): www.juergenbaumbusch.de/?p=7711

TFS A310-300 (FS9 Native) 1994 livery: library.avsim.net/search.php?SearchTerm=tarom_airbus_a310-324_yr-lcc.zip&CatID=root&Go=Search

SKJ IL-62M (FS9 Native): library.avsim.net/search.php?SearchTerm=skj_il62_tarom_nc.zip&CatID=root&Go=Search

TCAI Tu-154B-2 by Christian Gold (use YR-TPK texture;FS9 Native): drive.google.com/file/d/1q98igRT5d78PeR1bB4z1zXNixwditBRH/view?usp=sharing

NAAI 707-300C (use YR-ABA 1991 for pax YR-ABC 2000 for cargo; FS9 Native): On Flightsim.com as "ro_b707.zip"

FAIB 737-300 Fleet: library.avsim.net/search.php?SearchTerm=faib_737-300_rot.zip&CatID=root&Go=Search

David Maltby Bac 1-11-500 (FS2000 native BUT may be converted to work in modern sims on his AI model): www.flightsim.com/vbfs/fslib.php?do=copyright&fid=42655

OSP ATR-42-500 (use in place of -300): library.avsim.net/search.php?SearchTerm=osp_atr42-500_rot.zip&CatID=root&Go=Search

CIS An-24RV by Christian Gold (Use "YR-BMG" texture; F9 Native): drive.google.com/drive/folders/1usOcOqIGJFSLvf_Dtk0_D1lmKlhuZ0-b



A310-300 GE:



707-300C Passenger charters:



707-300C Cargo:



737-300:



Bac 1-11-500:



ATR-42-300:



An-24RV:




Download TAROM 1998 v2 flightplans here

[chasensfo]

\\Croatia Airlines 1998 v2 (19DEC; added various livery variations for Micheal Pearson's repaints, reorganized aircraft list for better AI parking, changed cruise speeds to AIG standard)

Croatia Airlines (1989 - Present)
IATA: OU
ICAO: CTN
CALLSIGN: CROATIA

Croatia Airlines is the national airline of Croatia, based in Zagreb (ZAG). When the airline was founded in 1989 during the midst of the break-up of Yugoslavia, it was first a DHL cargo carrier with a single Cessna 402. From the early 1990s, the carrier began adding passenger airliners, starting with a pair of MD-80s which arrived in 1991, effectively starting the airline. These were followed by 5 737-200s which arrived between 1992 and 1993, along with 3 ATR-42s with "quick change" (QC) ability making them combi aircraft capable of transporting cargo or passengers. Though the 1990s brought war and direct attacks on the airports of Croatia and the fleet of Croatia Airlines, the carrier survived, thanks largely to its popularity as a holiday destination for Europeans which fueled a quick recovery. In 1994, Croatia Airlines even carried the pope, by which time it was operating a robust network for its fleet size. After the Bosnian war ended, Croatia Airlines was the first carrier serving Sarajevo (SJJ) when that airport reopened to passenger traffic in 1996. The MD-80s were retired by 1997 as A320s arrived, followed by A319s in 1998. In the late 1990s, most routes were still flown just once weekly, as is common with smaller airlines in order to provide a more robust network with a small fleet. Some major cities like Amsterdam (AMS) do see daily flights, with most international flights originating from ZAG, Pula (PUY), and Split (SPU), with Dubrovnik (DBV) and Zadar (ZAD) being primarily domestic destinations. Many of the destinations are land-locked cities with colder weather to bring passengers to Croatia for their holiday and likely had little outbound traffic from Croatia beyond holidaymakers returning home. Interestingly, a weekly flight was operated between Manchester(MAN) and London-Stansted(STN) at the time as a tag onto a route from PUY. The Airbuses were delivered with new titles that shortened the Croatia Airlines fuselage logo to just say "Croatia", and one 737-200 was also given these new titles in the summer of 1998. In the 2000s, the carrier briefly operated a Fokker 100 and 2 BAe-146-200s. Croatia Airlines is still alive and well today as a Star Alliance carrier with DHC-8-400s and Airbuses as the mainstay of its fleet.

As is common with Eastern European carriers of the 1990s, most aircraft spend a day or two on the ground, and ZAG is the best place to see them gathered. An extra A319 was needed to complete the schedule as published, it is segregated if you do not wish to use it. As Michael Pearson did the fleet repaints already except for the new titles 737-200, I simply made a 1998 version of one of his paints to complete the 737-200 fleet. I used all livery variations with the proper "9A-" registration prefix, omitting variations using the early 1990s "RC-" prefix.

Flightplans by Vireakball, his first contribution to the 1998 project!


The A319 is still needed, the rest of the repaints are available:

FAIB A320 by Antoine Calleja (I am not sure who commissioned this from him; FS9 Native): drive.google.com/drive/u/1/folders/13oeEJAHnAVdngLwUw83P5UzlDa-9xIyd

FAIB 737-200 fleet by Michael Pearson: drive.google.com/drive/folders/1Mmsn1uRLsGJRWn5H3GUpPHAuuAbTWQ_B

FAIB 737-200 1998 Titles (my edit of Michael Pearson's paint): drive.google.com/drive/u/1/folders/1m3Z4du1zYBR9Q2jEvEUTc0wYMZfWKk9Z

OSP ATR42-300QC fleet by Michael Pearson: drive.google.com/drive/folders/1Mmsn1uRLsGJRWn5H3GUpPHAuuAbTWQ_B

FAIB 737-200 + OSP ATR42-300QC by RAI member Alex\Funk (FS9 Native): app.box.com/v/7funk/file/28992616784


A319\A320:



737-200:



ATR42-300QC:




Download Croatia Airlines 1998 v2 Flightplans Here

[chasensfo]

Please delete the US Airways 1999 BETA version and\or the US Airways Incomplete Airlines 1998 files if you have them installed before installing these flightplans.

\\US Airways 1999 v2 (23DEC22; added MD-80 variations for Micheal Pearson's repaints)

US Airways (1939-2015)
IATA: US
ICAO: USA
CALLSIGN: USAIR

US Airways was a major US Airline based in Pittsburg (PIT) which had the most flights in the Eastern United States out of the large US carriers during its operation. The airline was founded in 1939 as All American Aviation Inc., initially as US air mail carrier in the Allegheny Mountain Range region, based in PIT. The carrier operated a range of early props of the era like the Douglas DC-3 on a route network that largely connected Ohio and Pennsylvania with cities along the Eastern Seaboard. In 1949, the carrier changed its name to All American Airways and began operating scheduled passenger flights. The carrier again changed its name at the start of 1953 to Allegheny Airlines, and it was under this name that the carrier began to rapidly expand to become a major US airline. Allegheny Airlines relocated its headquarters to Washington DC, basing its operations at the National Airport (DCA), and began adding a series of routes stretching as far as Detroit (DET), Chicago (MDW), and Louisville (SDF). In 1968, Allegheny Airlines acquired rival Indianapolis (IND)-based Lake Central Airlines and thus acquired an IND hub with routes across the Great Lakes region and added international flights to Canada. At this time, the airline was primarily using Convair propliners and Fokker 27s as its mainstay. Another merger occurred in 1972 with the carrier absorbing Mohawk Airlines, which was an early Bac 1-11 jet operator and thus thrusting Allegheny into the jet age. After this merger, Allegheny quickly became one of the largest carriers in the Eastern US, rapidly expanding its network across the Midwest and East Coast. When the Airline Deregulation Act was signed in 1978 and airlines were free to expand and set their own fares without government approval, Allegheny deployed its new "Vistajet" DC-9s as well as Boeing 727-100 and -200s on routes as far West as Phoenix (PHX) and as far South as West Palm Beach (PBI). The following year in 1979, the carrier rebranded as USAir to better reflect its status as a national carrier and relocated it's headquarters back to PIT. Allegheny Commuter was also rebranded as USAir Express. Initially, USAir's livery was the final Allegheny livery with a white fuselage and orange and brown "rust" colored stripes. But in the early 1980s, the airline began to adapt a bare metal version of the livery that was fleet-wide by the mid-1980s, by which time the carrier had become the launch customer of the new Boeing 737-300 which joined a large fleet of 737-200s the airline had added during the decade. The carrier also became the first US Airline with a wholly-owned commuter network when it created Allegheny Commuter, operated by various commuter carriers across the Eastern US. Though the airline had expanded Westward to add flights to cities including Portland (PDX), Seattle (SEA), and San Francisco (SFO), the carrier still had only a few routes to the Western US. In 1987, USAir acquired San Deigo (SAN)-based Pacific Southwest Airlines (PSA), which was one of the largest carriers on the US West Coast. This gave USAir a large fleet of MD-80s and BAe-146-200s, as well as a robust West Coast network with new hubs in SFO, SAN, and Los Angeles (LAX) along with focus cities in PHX, Las Vegas (LAS), and Orange County (SNA). The following year in 1988, USAir acquired rival Charlotte (CLT)-based Piedmont Airlines, who had recently become the launch customer of the 737-400 and launched international flights to London Gatwick (LGW) with 767-200ERs. USAir was now an international carrier and a major US airline, adding hubs in CLT, Dayton (DAY), Cleveland (CLE), Baltimore (BWI), and Columbus (CMH), and strengthening its presence in IND where a hub was already operated. The Piedmont merger also added many 737-200s, 737-300s, and 727-200s to the fleet along with Fokker 28s it had acquired from a merger with Empire Air. During the late 1980s, USAir's fleet wore a wide variety of hybrid PSA and Piedmont liveries as well as an experimental livery applied to a few 737s and a BAe-146 as well as a new 1989-introduced livery which became the standard through the 1990s. The Western US was a blood bath, with American Airlines having acquired PSA's SNA-based arch-rival AirCal, Continental operating a West Coast subsidiary known as Continental West, and United and Delta fighting to maintain control of their large operations in the region. Within a year of the merger, USAir had already moved the MD-80s to the East Coast and brought in 737-300s to operate most of the former PSA network. By 1991, USAir decided to end the vast majority of its West Coast point-to-point and hub flying, with the routes that did remain mostly being transferred to a new USAir Express operation flown by Beech 1900Cs and B200s operated by Stateswest Airlines. In 1994, USAir further scaled back the US West Coast flying by ending the Stateswest contract in favor of a much smaller operation flown by Trans States Airlines Jetstream 32s (who also codeshared with Northwest and Alaska Airlines, hence operating in a neutral "house" livery), dropping all but a handful of cities such as Monterey (MRY), Sacramento (SMF), Fresno (FAT), Ontario (ONT), Palm Springs (PSP), and Santa Barbara (SBA). Meanwhile, USAir also began to close or wind down hubs it had operated for a few years in Kansas City (MCI), DAY, CMH, IND, SFO, LAX, PHX, LAS, and CLE. Some of USAir's 737-300s had an extra fuel tank, and the type remained the aircraft of choice for many transcon routes. Around this same time, USAir and British Airways entered a marketing agreement where 4 USAir 767-200s were painted in British Airways colors (though retaining their US registrations) and were deployed on flights to London, though occasionally being used on normal USAir routes as well. This operation wound down by 1996. As modern 757-200s and Fokker 100s joined the fleet, the new USAir focused its operations on CLT, PHL, DCA, PIT, BWI, and New York LaGuardia (LGA). The carrier had purchased the Trump Shuttle, itself the remains of the Eastern Shuttle, from Donald Trump around 1990 and operated it with a fleet of 727-200s on a separate certificate out of LGA. The 1990s brought a slew of fatal crashes for USAir, including 2 negligent take-off disasters at LGA, a rudder hard over spin and crash in PIT, and a DC-9 microburst-related crash in PIT all by the mid-1990s. The rudder hard over crash, which also caused the loss of a United 737-200 in Colorado Springs (COS) and almost brought down an Eastwind Airlines 737-200 in Trenton (TTN), was said to be the catalyst in USAir's decision for a large Airbus order to replace its 737s, DC-9s, and 727s with A319s, A320s, and A321s. In 1997 ahead of the arrival of the first Airbus jets, which were unable to be painted in a bare-metal livery, USAir rebranded as US Airways, introducing with it a bold new livery with a dark navy top and grey belly. As US Airways last 767-200s arrived, the carrier launched several European cities, with flights to Germany, Spain, the UK, the Netherlands, and Italy added by the late 1990s. The Fokker 28s and mainline 727s were retired by the late 1990s. In 1998, with Southwest Airlines rapidly exploding with low-fare service to US Airways' BWI hub, US Airways Metrojet was launched as a no-frills low-cost subsidiary to combat Southwest. Over the next few years, most of the 737-200 fleet was gradually transferred to the subsidiary, as were many routes from IAD and to Florida. The first A319s and A320s arrived by the end of 1998, and were initially largely deployed on routes to the US West Coast to destinations such as SFO, SAN, and LAX. These were followed by A321s and Airbus A330-200 and A330-300s in the early 2000s, along with further European expansion which eventually stretched as far as Tel Aviv (TLV). Post 9\11 travel demand saw US Airways close its BWI hub along with the Metrojet and US Airways Shuttle operations in the early 2000s. In 2004, the airline merged with America West, a US major airline based in PHX with a large hub in LAS, and again developed a large US West Coast presence while adding flights to Hawaii for the first time. Authorization for a route to Tokyo Narita (NRT) from PHX was acquired but never used. In the late 2000s, the airline began fighting with the airport authority in PIT in regard to huge fees the airport was passing onto the air carriers to pay for a new terminal and other expansions. US Airways threatened to relocate its flights to PHL and other hubs, but the airport did not change its stance on the matter. Over the next few years, US Airways gradually ended almost every route to PIT not operated to a hub or focus city, with the hub effectively closed by the 2010s, though the headquarters remained located in PIT. As American Airlines struggled with major losses and a huge reorganization in the early 2010s, the carrier was acquired by US Airways, though the American Airlines name remained. Ahead of the merger, the headquarters was relocated to PHX, and the 737s and 767s were retired while American Airlines introduced a new livery in 2013 for the combined carrier. The final US Airways flight was operated on 17OCT15, with a US Airways A321 flying from SFO-PHL using the callsign "All American 1939", a nod to the carriers founding in 1939 as All American Aviation Inc.

These plans contain mainline US Airways only, with the Shuttle, Metrojet, and Express operations being uploaded separately. The 1999 fleet saw a mix of the old and new colors across most older fleets, though the 767s were quickly painted with few remaining in the old livery. Note: The plans did not include the short-lived PIT-CDG 767 route launched in December of 1998, I am guessing it just didn't last until the summer of 1999. I know it was an evening flight, but after much digging, I was unable to find the proper schedule and flight numbers. For now, that route is representative without exact times and flight numbers. Please let me know if you find the information for that route and I will update it.

All repaints are completed:

Fleet repaints for P3D native AIA MD-80, AIG 757-200\DC-9-30, FSPX A330-300 (not needed), FAIB A319\320\732\733\734\762: mpai4fs.com/category/repaints/airlines/us-airways/

AIG DC-9-30 by Ranmori Scythe: drive.google.com/drive/u/1/folders/1wTrlA-gWG0l2_UgketNQMY_ZyhttxQB8

AIA Fokker 100 1997 (FS9 Native): library.avsim.net/zipdiver.php?DLID=143905

FS9 native USAir old colors 1993 fleet (FS9 Native): library.avsim.net/search.php?SearchTerm=usair_fleet_1993.zip&CatID=root&Go=Search

Flightplans by RAI member cmd320 and myself.


767-200:



757-200:



MD-81:



A320:




A319:



737-400:



737-300:



737-200:



DC-9-30:



Fokker 100:



Download US Airways 1999 v2 Flightplans Here

[chasensfo]

\\Air Namibia 1998 v2 (25DEC22; modified fleet to fit fleet repaints by Michael Pearson, renumbered aircraft for better AI parking, changed cruise speeds to AIG standard)

Air Namibia (1946-2021)
IATA: SW
ICAO: NMB
CALLSIGN: NAMIBIA

Air Namibia is the national airline of Namibia in Southwest Africa, based in Windhoek(WDH), and is one of the oldest active airlines in Africa. For over 40 years, the airline flew only props and served domestic and regional destinations only. It was not until 1989 that the airline leased its first 737-200 and began pure-jet service. From 1991, the airline operated a few 747SPs in its history on flights to Europe, but the last of these were retired in early 1998 and replaced by a 767-300 which operated the long-haul flights from then on to Frankfurt(FRA) and London(LHR), as well as some flights to South Africa. The 767 wore the standard fuselage livery but introduced a new tail, which would eventually become part of the future new livery. Two 737-200s were also in use for regional flights around Southern Africa, one operated in the full Air Namibia livery and the other leased from South African Airways and in a hybrid Albino paint. While the jet flights were based in the larger WDH airport, the smaller aircraft were historically based at the smaller ERS airport, as is the case with the Beech B1900Cs and the DHC-8-300 in these flight plans. While the B1900Cs did a lot of domestic flying, including many quick hops between Windhoek's 2 airports, which took a whole 15 minutes from gate to gate, some routes made several stops in route and made it as far as Cape Town(CPT). The 767s were short-lived, and the airline expanded over the years having several aircraft such as the A340, MD-11, and A330 in it's long-haul fleet and replacing the props with ERJ-135s and making A319s the backbone of the fleet. In July 2020, the government suspended their operating ability due to safety concerns that needed to be addressed. As the pandemic wore on, a decision was made to shut the carrier down entirely in early 2021 as the government was no longer willing to pump money into the carrier, which hadn't turned a profit in many years. Air Namibia had about 600 employees at the time of the shutdown, leaving Namibia without a national carrier.

As the 747SP was in the fleet for the first half of 1998, I have included a link to it in case you wish to use this instead of the 767-300.

All repaints available:

FSPX 767-300\FAIB 737-200\TFS DHC-8-300\HTAI B1900C fleet by Michael Pearson: mpai4fs.com/category/repaints/airlines/air-namibia/

FAIB 747SP (optional): library.avsim.net/search.php?SearchTerm=faib_747sp-44_nmb.zip&CatID=root&Go=Search

FAIB 767-300 (by Arnaud Bouvier): drive.google.com/drive/folders/1U8SWgTMMTb--KuLRQXMog-8sak_CUEES?usp=sharing

FAIB 737-200 (by Arnaud Bouvier): drive.google.com/drive/folders/1HzqEpg0lE_K1XsvOnjnCiT7o1BhssQpB?usp=sharing

TFS DHC-8-300 (by Arnaud Bouvier): drive.google.com/drive/folders/1kiIT2g__jEUWyUxsYos4oLiNXe2ZO5Fd?usp=sharing

HTAI B1900C (by Arnaud Bouvier): drive.google.com/drive/folders/1aYGd9X5ZFJBDlholkCkT5RsDNrBf4A21?usp=sharing

Flightplans by Vadim Stepanyuk and myself.


767-300:



737-200:



DHC-8-300\B1900C:




Download Air Namibia 1998 v2 Flightplans Here

[chasensfo]

Only a brief history for this carrier as well as their story is very interesting and will take a while to research.

\\Ethiopian Airlines 1998 v2 (25DEC22; added missing Fokker 50, added fleet variations for Micheal Pearson's repaints, reordered aircraft for better AI parking, changed cruise speeds to AIG standard, added 767 or A340 option)

Ethiopian Airlines (1945 - Present)
IATA: ET
ICAO: ETH
CALLSIGN: ETHIOPIAN

Ethiopian Airlines is the national airline of the African nation of Ethiopia. The airline was founded immediately after WWII, with US carrier TWA as a founding partner, who provided technical and operational support for the new airline in addition to start-up capital. Based in Addis Ababa(ADD), the airline started out flying DC-3s and similar props regionally but was able to expand to Europe in 1958 with DC-6s. Despite Ethiopia having a global reputation for extreme poverty outside of the large cities, the airline was very modern and joined the jet age early on in 1962 with Boeing 720s, and allowed expansion to Spain(MAD). Since then, Ethiopian has operated various aircraft types and expanded across the globe with both passenger and cargo operations. In 1998, Ethiopian was already one of the largest carriers in Africa, both in terms of destinations and fleet size, serving points as far as China, Thailand, and the USA. The airline had only somewhat recently retired its DC-3s, and also had a retired ATR-42-300(with another one leased to another carrier at the time). The operational fleet consisted of Several DHC-6 Twin Otters and Fokker 50s, a 737-200, 4 757-200s, 2 767-200s, and a 767-300. An A340-300 was in testing fully painted and tickets were sold in the 1998 schedule 1 month prior to the operation of a new ADD-FCO-EWR route for that aircraft, but it was never delivered. Some smaller aircraft do regional flights, while the long haul jets make several stops to stretch much of the globe. To this day, many of the domestic airports in Ethiopia are dirt strips. Today, Ethiopian Airlines is an important member of the Star Alliance and is flying modern aircraft like the 787, 777, and 737MAX with a global network.

Many of the airports in Ethiopia used in 1998 do not have airline service anymore and are likely not AI comparable in the simulator. For non-scheduled operations, Ethiopian had a DHC-5 Buffalo in full colors still flying locally, including doing a few weekly flights in the region. Ethiopian Airlines cargo was operating 2 Lockheed L-382s, a 707-300C, and a 757-200 in 1998. I have created representative plans for them based on photos and other information I could gather from online sources. which sits in ADD in these flight plans doing weekly touch and goes around noon on Mondays and Fridays. The stored ATR42 sits in ADD in these flight plans doing weekly touch and goes around noon on Mondays and Fridays. I have included 2 versions of the flightplans; 1 using the A340 as planned in addition to both 767-300s, and the other using the newest 767-300 in place of the A340. If you don't use the A340 here, the Airbus Factory 1998 flightplans have it operating in it's full colors in TLS and the 1998 SABENA plans have it flying for that carrier as a hybrid as it did when not taken up. The small fleet largely stays very busy, so there are not long ground times for most of the aircraft like most African airlines.


All repaints are completed:

Entire 1998 passenger fleet by Michael Pearson except for DHC-5 Buffalo: mpai4fs.com/category/repaints/airlines/ethiopian-airlines/

Entire 1998 cargo fleet by Michael Pearson: mpai4fs.com/category/repaints/airlines/ethiopian-airlines-cargo/

AIG 757-200 (FS9 Native): library.avsim.net/search.php?SearchTerm=aig_b752_eth90.zip&CatID=root&Go=Search

AIA 757-200 Cargo (FS9 Native): library.avsim.net/search.php?SearchTerm=eth_b752f_aia.zip&CatID=root&Go=Search

AIA 737-200 (FS9 Native): library.avsim.net/search.php?SearchTerm=aia_b732_eth.zip&CatID=root&Go=Search

NAAI 707-300C Cargo by Christian Gold (FS9 Native): drive.google.com/file/d/1XFatyRT3y8YmKr4C4PzTnkJ4JnbNL02Z/view?usp=sharing

HTAI L-100 Cargo (FS9 Native): www.flightsim.com/vbfs/fslib.php?do=copyright&fid=206902

Premiere Aircraft DHC-5 Buffalo (suitable for AI): library.avsim.net/search.php?SearchTerm=dhc-5_buffalo_et-ahj.zip&CatID=root&Go=Search


A340-300(scheduled flights, aircraft not taken up):



767-300:



767-200:



757-200:



757-200PF PW representative cargo flights:



707-300C representative cargo flights:



737-200:



Fokker 50:



DHC-5 representative flights:



L-382G representative cargo flights:



DHC-6:




Download Ethiopian Airlines 1998 v2 Flightplans Here