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Post by chasensfo on May 25, 2023 2:29:55 GMT -5
***Delete the LAN Chile 1998 flightplans from the Incomplete Airlines files if you are using them*** \\LAN Chile 1998 v2 (25JUN23; Fixed new-colors 767s being listed as 737s, added an AIA 737-200\767-300ER repaint links for the new-colors) LAN Chile (1929 - Present) IATA: LA ICAO: LAN CALLSIGN: LAN CHILE LAN Chile, now known as LATAM Chile, is the national airline of Chile, based in Santiago (SCL). Like many national airlines founded prior to WWII, LAN Chile started life flying air mail as Linea Aeropostal Santiago-Arica with de Havilland Moth biplanes. Various types of biplanes were added as postal routes expanded into the 1930s, and the carrier changed its name to Linea Aerea Nacional de Chile (or LAN Chile) in 1932. Going into the 1940s, the airline began passenger flights with operations starting to center around German-built Junkers Ju-86Bs. However, the start of WWII saw LAN Chile forced to switch to Lockheed and Douglas products due to sanctions and political ties. DC-3s took LAN Chile into the post-WWII decade along with international expansion to Argentina in 1945 with the airline joining IATA that same year. The airline ventured into longer flying with DC-6Bs that started to arrive from 1954, with routes stretching as far as New York (JFK) and Easter Island (IPC) by the end of the 1950s. LAN Chile added 2 jet types, the SUD Caravelle and the Boeing 707, in the mid to late 1960s with 727-100s following in the early 1970s. Regionally, flights expanded to Brazil, Colombia, and Paraguay while the 707s launched a long-haul route to Frankfurt (FRA) via Madrid (MAD) and Paris-Orly (ORY). Only a handful of each type was flown by LAN Chile, as with much of Chile still industrializing and the economy still evolving, demand didn't start to grow quickly for the carrier until the 1980s. 737-200s were the first modern aircraft to be added in sizable numbers to the fleet from 1980, joined by DC-10-30s that same year launching a new route to Los Angeles (LAX) and replacing 707s on services to JFK and Miami (MIA). The DC-10 fleet eventually made it to Europe, but only lasted a few years before being replaced by 767-200ERs from 1986. The 767s had the ability to operate all existing DC-10 and 707 services with the efficiency of 2-engine ETOPS and a 2-man crew, and the type was also used to launch new flights to Montreal (YMX) with its introduction to the fleet. By the end of the 1980s, tourism had picked up enough in Chile for LAN to lease an Aer Lingus 747-100 for services to JFK and MIA during the summer in 1988. The 747 also visited FRA and other points in Europe briefly during its time with LAN Chile. The following year in 1989, LAN Chile was privatized with the interests of SAS Scandinavian Airlines purchasing 49% of LAN briefly before selling them to local interests. The route network remained stable into the 1990s with few changes as Boeing 767-300ERs began to join the fleet by the middle of the decade. Rival carrier LADECO was acquired in 1996, bringing with it a pair of 757-200s and 737-300s and a franchise agreement with Carnival Airlines who were operating a pair of A300s between MIA and JFK in full LADECO colors for onward connections. Though LAN used LADECOs assets to boost its presence in MIA and JFK, the only former LADECO aircraft operated by LAN after the merger was 1 of the 757-200s, and only for 1 year until 1997. BAe-146s were operated during this period as well. The 767-200ERs were quickly replaced by the larger 767-300ERs, and gone before a bold new blue-top and white-bottom livery was introduced in 1998, by which time the only other active fleet type was the 737-200. LAN Chile's long-haul network often involved stops in other Latin American countries at this time before going on to the US or Europe. Lima (LIM) was already developing into a small hub, while LAN had a decent presence in much of the traffic between MIA and South America at the time. The network stretched as far west as Tahiti (PPT) and as far East as FRA. Most routes, both international and domestic, made multiple en-route stops for SCL. The 737-200s did all domestic flights except for IPC, and served mostly points in far Northern or Southern Chile along with a few nearby international routes to Argentina, Uraguay, and Bolivia. Some of these international routes involved up to 3 stops from SCL, and many of these routes were run with decent daily frequency. LAN Chile was operating a cargo subsidiary with DC-8s and a 767-300F at the time with routes to the US as well. Into the new century, LAN Chile added A340-300s with expansion to New Zealand and Australia and replaced the 737s with Airbuses. Some 737NGs were operated, but otherwise, LAN went on to mostly fly Boeing aircraft long haul and Airbus aircraft for short and medium haul. The 737-200s flew on into the late 2000s, the 767-300s are around today in some cases. LAN's presence in other nations led to the foundation of subsidiaries like LAN Peru and ultimately to the merger with TAM forming modern-day LATAM. LATAM operates today with both LADECO and LAN Chile flying as subsidiaries today as LATAM Express Chile and LATAM Chile respectively. LAN Chile was quick to paint the fleet in 1998, and new 767s were arriving as well. As such, about half the fleet or more was in the new LAN livery at the time of these flightplans. I have assigned the liveries based on photo evidence. Interestingly enough, I found photos of every plane in the fleet taken between 1998 and 1999. LAN Cargo is not included in these flightplans. These flightplans were done by RetroAI member @abyssinalc \Eric. Thank you for these! I could not find most required repaints on modern models, but otherwise the repaints are completed. The following repaints are available: FAIB 767-300ER fleet + Cargo by Dan Reeves: drive.google.com/file/d/1p4n3tQ41rbU06Y2P2WUq-Gasxt6wXblK/view?usp=drive_linkAIA 767-300ER old colors (includes BAe-146; FS9 Native): library.avsim.net/search.php?SearchTerm=lan_chile_1993_fleet.zip&CatID=root&Go=SearchAIA 767-300ER new colors (FS9 Native): library.avsim.net/search.php?SearchTerm=aia763l2.zip&CatID=root&Go=SearchFAIB 737-200 old colors (FS9 Native): www.dropbox.com/s/02jeyjk3ge0dqcd/FAIB_732_Lan_Chile_CC-CYP.rar?dl=0AIA 737-200 new colors (FS9 Native): library.avsim.net/search.php?SearchTerm=aia732lc_118412.zip&CatID=root&Go=Search767-300ER:  737-200:  Download LAN Chile 1998 v2 Flightplans Here |
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Post by ludo66x on Jun 25, 2023 8:32:18 GMT -5
Thank you for keeping the project going chasen !
Between the FP's your sceneries and some i tweaked on my own it makes my late 90's flights amazing!
Spotted one thing to fix, you assigned a 737 instead of a 767 on the LAN Chile FP (AC #15 instead of #5).
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Post by chasensfo on Jun 25, 2023 21:04:51 GMT -5
Thank you for keeping the project going chasen ! Between the FP's your scneneries and some i tweaked on my own it makes my late 90's flights amazing! Spotted one thing to fix, you assigned a 737 instead of a 767 on the LAN Chile FP (AC #15 instead of #5). Whoops, thank you! I'll update it now, so anybody reading this who installed Lan Chile 1998 prior to 25JUN23, either manually edit that or re-download the "Flightplans Lan Chile 1998.txt" file. EDIT: I also updated the repaint links as I found both the 737-200 and 767-300ER in the new colors on old AIA models. |
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Post by chasensfo on Jul 12, 2023 5:42:23 GMT -5
\\National Airlines 1999 v2 (12JUL23; Added 2 versions of the standard paint for my new AIG 757 repaints) National Airlines (1999-2002) IATA: N7 ICAO: ROK CALLSIGN: RED ROCK National Airlines, which bought the National Airlines name off of bankrupt Pan Am(who the original National merged with) in 1998, was a Las Vegas(LAS) based 757 start-up. Unlike most start-up airlines, National Airlines competed with class, comfort, and amenities rather than cut-throat low pricing. The 757 fleet offered a 2-class service, with at least a nice snack service on even the shortest flights in first class, served on fine china with high-quality silverware. The airline also offered passengers the option of having National forward their bags to many of the strip Casinos so that the passengers could simply head straight to the strip and skip the baggage claim. Flights began with 2 daily flights to Chicago-Midway(MDW) and 4 to Los Angeles(LAX). The airline grew very quickly, and by the end of 1999, flights were added to Dallas\Ft. Worth(DFW), Philadelphia(PHL), New York(JFK), and San Francisco. Almost all flights were operated daily, and San Francisco was operated with an aggressive 5x daily schedule. The airline would continue growing, adding more cities like EWR and MIA with a fleet of 15 aircraft by the end of the year 2000. The 757 fleet wore the same livery, but N521NA was painted by Aeromexico, who lacked the proper color for the tail. Aeromexico technicians attempted to mix several shades of paint for the proper tail color but ended up with a purple result. The aircraft was nicknamed "Barney" after the purple dinosaur, and was repainted to the standard livery in 2001. The attacks of 9\11 crippled National Airlines as it relied heavily on leisure travel and the desire of passengers to spend money in a good economy. The airline attempted to find enough money to keep flying, but suspended all operations in 2002, ferrying almost the entire fleet to the Mojave desert in a single afternoon. I have done the required repaints on the AIG 757-200 here: drive.google.com/drive/u/1/folders/1RY7PJ_Z6mNw1npeFkor9sAlFP6Xd0PrR757-200:  Download National Airlines 1999 v2 Flightplans Here |
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Post by chasensfo on Jul 24, 2023 16:15:41 GMT -5
\\Red Sea Air 1999 v2 (Added repaint link) Red Sea Air (1988-2000) IATA: 7R ICAO: ERS CALLSIGN: ERITREAN REDSEA Red Sea Air was a small Eritrean regional carrier based in Asmara (ASM), which was at one point the flag carrier of Eritrea, a small and largely unindustrialized African nation near Djibouti and across the Red Sea from Yemen and Saudi Arabia. Red Sea Air began operations in 1988 with a single Harbin Y-12 operating domestic services between ASM, Assab (ASA), and Massawa (MSW). As far as my research could find, Red Sea Air was the first operational scheduled air carrier in Eritrea. For a decade, Red Sea Air remained in this domestic role with the lone aircraft. Red Sea Air was the only operational airline in Eritrea for the first 3 years it operated until 1991, when Eritrean Airlines began operations and became the flag carrier. In 1998, Red Sea Air leased a Yugoslavian-registered Bac 1-11-500 jet from JARO International and began flights across the Red Sea to Dubai (DXB), Jeddah (JED), and Sanaa (SAH). In 1999, this aircraft was swapped out for another JARO Bac 1-11-500, which operated until 2000 when the airline ceased operations. Since then, only 1 other airline has started up in Eritrea, Nasair which operated from 2006 to 2014, for a total of just 3 air carriers from this country! Micheal Pearson has painted the JBAI Bac 1-11-500 here: mpai4fs.com/category/repaints/airlines/red-sea-air/Flightplans and routemap by eth72s. Bac 1-11-500:  Download Red Sea Air 1999 v2 Flightplans Here |
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Post by chasensfo on Jul 26, 2023 18:22:10 GMT -5
\\Aviaco 1998 v2 (26JUL23; Added variations for repaints by Michael Pearson, separated DC-9-34/34CF from the -32s) Aviaco (1948-1999) IATA: AO ICAO: AYC CALLSIGN: AVIACO Aviaco was a Spanish carrier based in Madrid (MAD) that mostly focused on domestic flights and was part of Grupo Iberia. Aviaco was founded in 1948 after WWII when Spain had just suffered through both the World War and a precluding Civil War and was in shambles. The Spanish government founded Aviaco hoping to supplement Iberia's routes and to hopefully help revive air travel in the country as Spain would attempt to invent itself as the primary leisure destination in Europe over the next few decades. Aviaco's first flight was from Bilbao (BIO) to MAD using a Bristol 170. The airline started off with a bastard fleet mixed with early transports from Spain and nearby nations such as the De Havilland DH-114 Heron, Bloch MB161 Languedoc, Bloch MB161 Languedoc, a lone Lockheed Constellation, and even the DC-3 DC-4, and DC-6 early on. As the airline expanded to connect MAD with cities mostly in the North of Spain and the Mediterranean, and later the Canary Islands, it was plagued with accidents early on despite its relatively small size. In its first decade of operation, Aviaco lost 7 of its 11 Bristol 170s, 3 of its 6 De Havilland DH-114 Herons, and 2 of its 10 Bloch MB161 Languedocs! As by the early 1960s these aircraft were already very antiquated, Aviaco made a big effort to modernize over the next decade, adding jets to the fleet like the Fokker 27, SUD Caravelle SE-210, DC-9-30, and the DC-8-52 and DC-8-63. The jets helped the airline offer many more flights to the Canary Islands with their faster return times, and the airline began expanding into Western and Central Europe with flights to holiday destinations in Spain. The DC-8s especially were mostly used in this role. Still, the dawn of the jet age was still rough for Aviaco, with 2 of the Caravelles and a DC-8-52 lost in the first 10 years. After the loss of the DC-8-52 in 1972, Aviaco righted the ship, and the carrier did not experience another fatal accident, though it would lose 4 of its DC-9-30s in hard landing incidents in the early 1990s. As the Spanish government-owned both Aviaco and Iberia, the 2 carriers operated with each other's best interests in line, and tended to supplement one another rather than compete. In 1959, Iberia acquired a 2/3 share in controlling Aviaco, and this ownership began to increase steadily through the 1970s and 1980s with Aviaco an important member of Gruop Iberia and used extensively for codeshare flying. As Iberia did most of the international flights from Spain, Aviaco only had a small few routes left by the 1990s. A decent fleet of MD-88 jets began to arrive, and by the early 1990s, Aviaco was operating only the DC-9-30 and MD-88 with all other types retired. In 1998, Iberia took full control of Aviaco, and the airline was nothing but a subsidiary. Aviaco operated an extensive domestic network by then, with a few international flights to Paris (ORY), Geneva (GVA) and London (LHR) while a weekly leisure flight was operated to Tunis (TUN). Aviaco's main hub was still MAD, but Barcelona (BCN) and Palma (PMI) had also grown into hubs, with flights to some Mediterranean destinations only operated out of PMI. Unlike most Spanish carriers that used Tenerife Nord (TFN), Aviaco had changed its operations in the last few years to Tenerife Sud (TFS) which was mostly used by foreign airlines. All aircraft wore the same basic livery, though some of the DC-9-30s had grey fuselages instead of bare metal ones, and there were some special stickers applied across the fleet while 1 aircraft had a white nose cone. In 1999, Iberia decided to fully acquire Aviaco and the DC-9-30s and MD-88s quickly began to appear in full Iberia colors. As Iberia had DC-9-30s based in Miami (MIA) at the time flying to parts of the Caribbean, an Aviaco DC-9-30 was briefly deployed on these routes ahead of the finalization of the merger. By late 2000, the last Aviaco airplanes were in the full Iberia livery. Flightplans by Arnaud Bouvier and myself. All repaints are completed: AIA MD-88 fleet + AIG DC-9-32\34\34CF fleet by Micheal Pearson: mpai4fs.com/category/repaints/airlines/aviaco/AIA MD-88 + DC-9-30 by Eduardo Villanueva (FS9 Native): library.avsim.net/search.php?SearchTerm=aviaco_new.zip&CatID=root&Go=SearchMD-88:  DC-9-30:  Download Aviaco 1998 v2 Flightplans Here |
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Post by chasensfo on Aug 2, 2023 21:06:17 GMT -5
\\Air Niugini 1998 v2 (03AUG23; added variations for Micheal Pearson's repaints) Air Niugini (1973 - Present) IATA: PX ICAO: ANG CALLSIGN: NIUGINI Air Niugini is the national airline of Papua Niugini, located in the South Pacific near Australia, based in Port Moresby (POM). Air Niugini was founded in 1973 as a joint venture between Australia's 3 largest airlines; Qantas, Trans Australia Airlines (TAA), and Ansett as well as the local government of Papua Niugini, though the nation was at the time a territory of Australia. The airline initially operated propeller-driven aircraft with DC-3s and Fokker 27s provided by the founding airlines making up the original fleet, and the route network was a series of multi-stop routes around the nation and to Cairns (CNS). As Papua Niugini is made up of islands and rugged terrain, road travel to this day is still impossible in many places, and the air service quickly grew. A lone YS-11 was leased from the Japanese government in 1974, the first large aircraft for the carrier, and operated until 1979. In 1975, Papua Niugini became a fully independent nation, an unforeseen consequence was that the vast majority of Australian pilots decided to return home rather than remain abroad in what was now a foreign country with new restrictions. The airline was all but grounded for several months while pilots were hastily recruited from other South Pacific nations including Australia and New Zealand, and out of desperation, the company ended up putting inexperienced pilots in command of their airliners. This was especially hazardous as many of the airfields, especially at that time, are very challenging with nearby terrain and sudden low visibility caused by tropical showers and fog. This led to many diversions and cancellations making service notoriously unreliable at the start of the nation's independence, but thankfully, there were no fatal accidents. As things normalized, the airline continued steady expansion, eventually adding a total of 8 DC-3s and 14 Fokker 27s to the fleet. In 1975, the airline also joined the jet age with a Boeing 727 leased for a short time from TAA. The following year in 1976, the first of 3 Boeing 707-300Cs, which would also be the first long haul aircraft operated by the carrier and a lone Boeing 720 operated for only a year or so. The 707s were joined soon after in 1979 by Fokker 28s, popular jets in neighboring Australia, and between leases and retirements from that nation's airlines through the early 2000s, Air Niugini eventually operated a total of 15 of the small jets. These aircraft also enabled expanded service to neighboring nations like the Solomon Islands and more direct routing to Australia, including from some secondary cities nonstop. A pair of DHC-7 STOL aircraft were added to the fleet in 1981-82, but most of these aircraft exited the fleet by 1990, while one was stored in POM until being sold in 1998. Between the 1980s and the 1990s, the carrier leased various fleet types for short periods of time, including a 737-200 for TEA UKA, usually operating just 1-3 examples of each type. The 707 jets exited the fleet by 1985, temporarily leaving the carrier with no large jetliners. In 1989, the first of 3 A310s arrived, with the aircraft remaining the flagships of the fleet until the mid-2000s and being used for expansion to Singapore (SIN) and Manila (MNL). By the late 1990s, the airline was operating Fokker 28s and DHC-8-200s on most domestic and regional services while the A310s did longer flights, but not yet serving Sydney (SYD), only flying as deep into Australia as Brisbane (BNE). A BAe-146-100 jet was leased in mid-1999 for the summer travel season, and a 2nd example would join the fleet over the next few years. Air Niugini spent the 2000s modernizing the fleet, adding a combination of 767-300s and 737-800s, as well as some briefly leased 757s, to replace the A310s, and larger Fokker 100s replaced many of the Fokker 28s. As Papua Niugini is very rural and had uncontacted tribes for many decades, there was a growing local movement of opposition against industrialization and air travel in the nation, with protestors breaking into an airport and burning a DHC-8 to the ground in the early 2000s. Despite this, the carrier expanded all across the Pacific by the 2010s, and continued fleet modernization on the domestic front with ATRs. Today, Air Niugini operates a fleet of about 20 aircraft serving an array of major cities in Asia and the South Pacific, and the carrier has still never lost a passenger, despite the harsh flying conditions and early woes. NOTE: The 2 DHC-7s were still in the fleet but not listed in the schedule, I have included these aircraft sitting in POM each doing 2 weekly charters to nearby HGU (which they did occasionally) just to get them flying and visible. Flightplans by Vireak Ball. All repaints are completed: TFS A310, FMAI Fokker 28, TFS DHC-8, DWAI DHC-7 by Micheal Pearson: mpai4fs.com/category/repaints/airlines/air-niugini/TFS A310-300: www.juergenbaumbusch.de/?p=11956FMAI Fokker 28 (texture will work for -1000\4000; FS9 Native): library.avsim.net/search.php?SearchTerm=ang_f28.zip&CatID=root&Go=SearchTFS DHC-8-200 (FS9 Native): library.avsim.net/search.php?SearchTerm=tfs_airniugini_dash8b.zip&CatID=root&Go=SearchA310-300:  Fokker 28-1000\4000:  DHC-8-200:  Download Air Niugini 1998 v2 Flightplans Here |
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Post by chasensfo on Aug 4, 2023 20:29:58 GMT -5
//Air Caledonie International 1998 v2 (04AUG23; changed cruise speed to AIG standard, added ATR42 using 2003 MRAI DHC-6 plans, added repaint links) Air Calin - Air Caledonie International (1983 - Present) IATA: SB ICAO: ACI CALLSIGN: AIR CALIN Air Calin, formerly known as Air Caledonie International, is the national airline of New Caledonia, based in Noumea (NOU) in French Polynesia and owned by French interests. The airline was founded as Air Caledonie International and initially offered SUD Caravelle jet service to points in Eastern Australia from NOU, with the first route being a multi-stop service to Melbourne (MEL). From 1986, sub-20 seat props like the DHC-6 Twin Otter and Do-228 were added over the span of a few years along with ATR42s for regional flights from NOU. A total of 4 ATRs were added between 1987 and 1993, but most were not operated regularly during their tenure with Air Caledonie and were likely often stored. A 737-300 was leased soon after, replacing the Caravelels by 1988, and was quickly replaced by Air Caledonie's own 737-300 which was delivered with extra fuel tanks for extended ETOPs non-stop service to Australia and New Zealand. Along with USAir, very few carriers requested these modifications to their 737-300s, and this aircraft would serve as the mainstay of the Air Caledonie fleet for close to one decade. The DHC-6 and Do-228 were sold by 1991 and the ATRs, though most of them were still in possession of the carrier, no longer appeared in flight schedules. As the carrier abandoned regional flying, at least on a scheduled basis, the international 737 operations became the focus into the 2000s. In 1998, the carrier rebranded as Air Calin, by which time, most major Eastern Australian cities were served, as well as 2 points in New Zealand along with South Pacific destinations extending as far East as Papeete (PPT), which routed via Nadi (NAN) or Wallis Island (WLS). The carrier ventured into long-haul flying in 2000 with the addition of an A310, followed by 2 A330-200s in 2002 and 2003 respectively. The 737-300 was replaced with an Airbus A320 and a DHC-6 was again added to the fleet. Some of the ATRs were retained until as late as 2006, but hadn't been listed in the flight schedules for years. A LOT 767-300 was subleased in full LOT colors and Air Calin titles briefly in 2005 to supplement the long-haul fleet. Air Calin found success with this larger fleet, which it uses to serve destinations as far away as Tokyo (NRT) and Singapore (SIN), and is still flying today as the flag carrier of New Caledonia. Unfortunately, some routes take the aircraft over the international dateline(flights between WLS\PPT in particular) and this flags errors that after a good hour or so of troubleshooting, I still couldn't repair in AI Flight Planner. There is an error of one flight being over 24 hours and another "turn too short" warning that I couldn't seemingly do anything about short of deleting the flights. So let me know if you run into problems, but most of the schedule should be OK. As I found evidence that at least 1 ATR was on property in 1998, with possibly 2 or 3 total stored in NOU, I added it using 2003 MRAI DHC-6 flight plans just to get it flying. This was the best I can do with not a shred of evidence as to what destinations this aircraft flew to and if it was doing charters or something similar. Exclude it if you wish. I will add stationary ATR42s or proper representative plans in the future if I receive better information on this carrier. Michael Pearson has done the repaints, along with the rest of the retro Air Calin fleet: FAIB 737-300: mpai4fs.com/2023/08/02/air-caledonie-international-737-300/OSP ATR 42-300: mpai4fs.com/2023/08/02/air-caledonie-atr-42-300/737-300:  Download Air Caledonie International 1998 v2 Flightplans Here |
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Post by chasensfo on Aug 21, 2023 22:34:52 GMT -5
\\TC Aviation 1998 v2 (21AUG23; added the 727-200 N777KY which flew for the Charlotte Hornets NBA team) TC Aviation (1998-2001) IATA: NONE LISTED ICAO: NONE LISTED (use "VIP" and "atc_parking_types=RAMP") CALLSIGN: NONE LISTED TC Aviation was the company selected to operate Boeing 727-200s on behalf of 2 NBA franchises in the late 1990s. N119AG was on behalf of the former Seattle Supersonics NBA Team, with the aircraft based at Boeing Field(BFI), while N777KY was operated on behalf of the Charlotte Hornets NBA team, based at the Charlotte-Douglas Airport (CLT). Both aircraft were acquired from the recently failed Paradise Airways(founded as Prestige Airways) and reconfigured to a VIP layout and used to transport the basketball team across the US and Canada for their games. The aircraft both wore very bold liveries based on the colors of the teams. The Sonics plane had and a dark green belly, with the leading edge slats on the wings painted dark green to match while the Hornets plane had shades of blue with the belly fully painted. The aircraft would usually arrive in a city the night before or the morning of a game, and then leave a few hours after the game or the next morning, either flying home to BFI\CLT or on to the next city. When teams would do multiple games in an area, like playing in the San Francisco area and then Sacramento, sometimes the teams would bus to the next city then the plane would ferry over and pick them up from the nearby city after waiting at the first destination in the area. I chose to make the flightplans based on the week with the most "road games" so that the aircraft visits as many cities as possible, with West Coast games starting and ending later and East Coast games starting and ending earlier due to time zones. In 2001, the team found new transportation and the company was dissolved, though another company would eventually claim the same name. I have done the repaint myself for the Hornets AIA 727-200, at the request of the person who bought the forward fuselage section of this aircraft still displayed in these colors today! The Supersonics 727-200 is still needed. AIA 727-200 N777KY: drive.google.com/drive/folders/18L3EqsDShFZBBtsVRQP_MhRcU645xnSx?usp=drive_link727-200 (Seattle Supersonics):  727-200 (Charlotte Hornets):  Download TC Aviation 1998 v2 Flightplans Here |
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Post by jaawis on Sept 8, 2023 14:38:17 GMT -5
Hi Chasen,
Great work and nice to see the project is still ongoing. Do you have any flightplans to recommend for Britannia and Monarch during these years?
/Niklas
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Post by chasensfo on Sept 8, 2023 18:03:29 GMT -5
Hi Chasen, Great work and nice to see the project is still ongoing. Do you have any flightplans to recommend for Britannia and Monarch during these years? /Niklas Ahoy there. In my sim, I use the mids 90s plans for both carriers with my late 90s traffic. Missing the MD-11 with Monarch and some other stuff but I think it is better than nothing. Around this time, Air Tours had a 747-200 in NZ hybrid colors too. Sadly, Air 2000 is about the only major British leisure carrier listed in the OAG. Britannia, Monarch, and Air Tours are not. Over the years I've reached out to several collectors for 98/99 summer schedules for these carriers, but as they are so huge and involve a lot of pages to scan or photograph, no one has followed through with the data. I haven't made representative plans as that would be a huge effort for fleets that big only to re-do the carriers one day with proper data. They are sorely needed with most other UK carriers completed. |
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Post by cgold on Sept 9, 2023 6:30:29 GMT -5
Hi Chasen, Great work and nice to see the project is still ongoing. Do you have any flightplans to recommend for Britannia and Monarch during these years? /Niklas Ahoy there. In my sim, I use the mids 90s plans for both carriers with my late 90s traffic. Missing the MD-11 with Monarch and some other stuff but I think it is better than nothing. Around this time, Air Tours had a 747-200 in NZ hybrid colors too. Sadly, Air 2000 is about the only major British leisure carrier listed in the OAG. Britannia, Monarch, and Air Tours are not. Over the years I've reached out to several collectors for 98/99 summer schedules for these carriers, but as they are so huge and involve a lot of pages to scan or photograph, no one has followed through with the data. I haven't made representative plans as that would be a huge effort for fleets that big only to re-do the carriers one day with proper data. They are sorely needed with most other UK carriers completed. If you're ok with plans slightly out-of-era, eduardo85 and I did a bunch of plans for these vacation-going airlines several years ago. They are for the early-to-mid 1990's, but they'd get the fleet going nonetheless.  |
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Post by jaawis on Sept 9, 2023 7:10:07 GMT -5
Hi guys, I see, but that sounds like a good solution  Are they available on the web or could you send them to me? Thank you! /Niklas - niklasmalm@gmail.com |
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Post by cgold on Sept 9, 2023 20:58:33 GMT -5
jaawis: They are mostly on Avsim, but some FP's are here as well. Just search "Eduardo Villanueva" or "Christian Gold" and you'll see our work.
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Post by jaawis on Sept 10, 2023 5:11:49 GMT -5
Founded! Thank you! |
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Are they available on the web or could you send them to me? Thank you!