Welcome To Historic Airline Group

About the Historic Airline Group

Founded in 2011, the Historic Airline Group was originally formed as Piedmont Virtual. Based on the classic Piedmont Airlines, we decided early on to not limit ourselves to only one airline. We added Pennsylvania Central Airlines and as interest grew so did our list of classic airlines. We bring the classics to the virtual airline community.

We fly many classic types of aircraft, from the DC-3 to early 747s and everything in between. Our advancement process allows you to advance through the fleet as you gain experience. Along the way you will complete checkrides that will give you the confidence you need to fly increasingly complex aircraft.

Our pilots fly for any airline they desire. Pilots are not limited to any specific hub or airline. The choice is yours every time you fly.

HAG also has a unique charter division. Many typical charter aircraft are based at several locations in the US and Great Britian. The difference is that you get to decide where you fly to. The possibilities are endless!

Join us today and start enjoying the challenge of operating classic aircraft on historic airline routes!

Recent Arrivals

Flight Number Pilot Aircraft Departure Arrival Submit Date Status
SAS7619 Herman Kreimes SE-DAF LFMN EKCH 01/22/2017 Pending
CCA2503 Peter Voksan N4112E PAOM K29 01/22/2017 Pending
AFR891 Anders Samuelsson F-GCDC EDDM LGAV 01/22/2017 Pending
NAC5263 Peter Voksan C-FWCA CYOC CYEV 01/22/2017 Pending
AFR902 Anders Samuelsson F-GCDC EDDS EDDM 01/22/2017 Arrived

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NEWS

Posted by David Reed on 10/22/2016

Southern Airways

  Southern Airways began service as a local service air carrier in 1949. With offices in Birmingham, Southern initially operated from Memphis, moving their hub to Atlanta later. Southern relied heavily on the government's Essential Air Service subsidies, which allowed airlines to serve small communities with a government gaurantee of sufficient revenue. Service began with DC-3 flights to New Orleans, Charlotte and Jacksonville. Over the next thirty years, service grew to over fifty cities throughout the southeast. They moved into Martin 404 aircraft, and later bought DC-9's. In 1979 fuel prices were skyrocketing and revenues dropping as the economy took a dramatic downturn. Southern merged with North Central to create Republic Airlines, becoming one of the largest regional carriers with flights throughout the US. Seven years later, Northwest bought Republic Airlines to enhance their national air route system. Over twenty years later Northwest merged with Delta Airlines. 



Bering Air

  Bering Air (BRA) operates in the more distant regions of the cold Alaskan frontier. They carry passengers and dedicated freight. Our schedules include trips for the classic PA31 Chieftain that Bering Air used to operate, but if you have a hankering for something newer, feel free to operate these same trips with one of their current Caravans. These rugged and dependable aircraft can handle anything you throw at it. If you stay with the mighty Chieftain, be sure your engine temps are in the green before you takeoff! As Christmas approaches be sure to visit the land near Santa and handle the challenges commerical pilots there face every day.


Douglas DC-8

 In 1952 the Douglas Aircraft Company established a design team to look into developing a jet aircraft. The company did not want to rush into the jet market and drain its assets. At the time it dominated the commercial airliner market with the DC-6. American Airlines wanted a faster DC-6 and so Douglas developed the DC-7, investing substantial sums with a promise from American for a large order. Also, Donald Douglas and his VP of Engineering Arthur Raymond did not feel the commercial market was ready yet for a jet aircraft. Working on a shoe string budget, the design team looked for direction. They briefly considered a turboprop cargo aircraft for the Air Force (C-132). Commerical customers were asked what they wanted and their feedback wasn't helpful. Some wanted a smaller aircraft, others wanted a large aircraft with six or more engines. American and United favored a turboprop version as a natural follow on to the DC-7. Douglas knew about the Boeing 367 design, but it wasn't until the USAF announced a request for a jet tanker did they realize what it was for. Far behind in the design process, Douglas submitted a bid for the tanker but Boeing won the contest easily. Customers were enthusiastic about the jet and Boeing was already moving forward with a commerical version, the 707. Douglas raced to catch up. The final design was announced on June 7, 1955 with a first flight in December 1957. With an investment of $450 million, Douglas needed orders fast. In the first six months since the initial announcement, 99 orders were received and the DC-8 was on it's way into the history books.

 

 Cockpit Chronicles

 New stories from Cockpit Chronicles! Check it out by clicking on the orange link on the right.

 

 

 

 

 

Boeing Stratocruisers

Near the end of World War II, Boeing wanted to move into the commerical aviation marketplace, as military orders were winding down. They had just finished development of a new cargo plane, the C-97, for the Air Force. This seemed like a perfect aircraft for creating long range travel across the oceans of the world. Boeing began building 50 without even a single airline order, betting the future of the company on the sales team's abilities. PanAm, the leader in international travel before the war, became interested almost immediately. PanAm used to count on seaplanes for access to landing sites around the globe, but the war had brought thousands of new paved runway airports. First flight was in 1947, with orders for 20 from PanAm. By 1950, PanAm, Northwest Orient and United were operating the Stratocruiser. However, the plane was a financial nightmare. The P&W R4360 engines were very tempermental and prone to failure if not operated precisely, and used fuel at an alarming rate. Each engine had to be overhauled after only 600 hrs, or about once every two months. Coupled with a high purchase cost, the aircraft was very expensive to operate. It only had seating for 63-80 passengers, comparable to a DC-6B that was far more economical. Though passengers loved the roominess of the plane, airlines found they were lucky to break even on most flights. Within ten years the Stratocruiser was phased out and replaced by jets, but during those ten years they brought nonstop international travel to a new world. HAG has several flights for the Boeing Model 377 Stratocruiser. United has flights between Los Angeles, San Francisco, Seattle and Hawaii. PanAm B337s fly across the Atlantic and Pacific Oceans. Northwest flies their Stratocruisers on domestic flights as does BOAC.

 

 

 

Veterans Airlift Command

Statistics

Total Pilots: 120
Total Flights: 16,254
Total Flights Today: 10
Total Flight Hours: 31,432 hrs
Total Pax Carried: 55,417,507
Total Fuel Burned: 133,988,119 lbs
Total Flight Miles: 7,456,672 nm
Total Schedules: 10225

Newest Pilots

MWK0645 Rickard Jonnson Sweden
NCA0644 Lou Ross Mexico
WAL0643 Bill Mattson United States
EAL0642 Bill Dailey United States
AAC0641 Scott Fitzpatrick United States

Historic Airline Group

Welcome To Historic Airline Group

Users Online

13 Guests Online

Members Online
PAA0407 Richard McPherson
LAN0589 Ignacio Tapia

Management

CEO: David Reed
President: William Kirkham
Chief Pilot: Bernd Ludolphi

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