Welcome To Historic Airline Group

Founded in 2011, the Historic Airline Group was originally formed as Piedmont Virtual Airline. However, early on we decided not to limit ourselves to one airline. We love all the classics! We started by adding Pennsylvania Central Airlines, and as interest grew so did our list of classic airlines. Today we bring over 80 classic airlines from around the world to the virtual airline community.

We fly many classic types of aircraft, from the DC-3 to early 747s and everything in between. In addition to the classic passenger airlines, we also have a wide selection of historic cargo airlines. Early FedEx, UPS, Flying Tigers, Trans Air Link, Atlantic Air Cargo. We even have our own in-house cargo airline, Seven Seas Air Cargo. SSAC operates from hubs all over the world, flying everything from Beech 18's to early 747's. We even have some military flights, using classic military transport aircraft.

HAG also has a unique charter division. Many typical small 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! Just like real world charters, you never know where you may go next! Our management is a group of active aviation professionals, including pilots and engineers. We love accuracy and realism and incorporate that into our VA. As such, we expect our members to actually fly, so you need to fly at least once every 90 days or you will be dropped.

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!  Join us today and start enjoying the challenge of operating classic aircraft on historic airline routes. Take your sim flying to a higher level!

Recent Arrivals

Flight Number Pilot Aircraft Departure Arrival Submit Date Status
AKA1384 Kurt Niedrauer N124 PASI PAJN 01/16/2019 Pending
AKA1383 Kurt Niedrauer N124 KSEA PASI 01/16/2019 Pending
PIE7976 Jerry Allen N782N KILM KATL 01/16/2019 Pending
KLM5430 Marcel De Boer PH-DNH EHAM EDDF 01/16/2019 Pending
KLM5435 Allan Carmel PH-DNH EDDF EHAM 01/16/2019 Arrived



Posted by David Reed on 01/02/2019

Before the Northwest/Republic merger in 1986, Republic flew to more cities than any other airline. North Central Airlines had hubs in MSP and DTW, Hughes Airwest had the west coast while Southern had a big hub in ATL and MEM. When they merged in 1979 they became the largest domestic carrier, sixth largest airline overall. The hub & spoke idea was still fairly new, and Republic's North Central/Southern/Hughes Airwest merger created a tangled spiderweb of routes. Without an organized system, Republic was burning through profits with partially filled airplanes. In 1986, CEO Stephen Wolf contacted Northwest Airlines about a possible merger. Northwest's CEO Steven Rothmeirer was shopping for a good national airline to feed their international routes, and Republic seemed to be the answer to their dreams. The deal was signed in October of 1986, and within six weeks all signs of Republic were gone. Republic employees had an excellent relationship with management, whereas Northwest employees found Northwest management quite confrontational. When fourteen unions were forced to merge and deal with the adversarial management group at Northwest, things just got worse. Northwest's attempts at managing a domestic hub and spoke system was not as successful as they had hoped. The DC-9 fleet that Northwest got was aging, but in a brilliant move they decided to update and refurbish the fleet for a fraction of the cost of new airplanes. Remember, up to this point Northwest had always been profitable, and even paid cash for Republic. Here at HAG we celebrate the part that the DC-9 played in Northwest's history. We almost doubled the routes for the economical twin jet. If not for the DC-9, Northwest never would have become the mega-carrier it eventually was.


We have updated Luthansa's 707 schedules today We have added connecting service between Paris and Rome to such exotic destinations as Athens, Cairo, Calcutta, Karachi and Tehran. Lufthansa was always a leader in new aircraft. They ordered their first 707's in 1958 and began service between Frankfurt and New York in 1960. Lufthansa's beautiful 707's served faithfully for twenty one years. Enjoy First Class service with Europe's largest airline!


Time once again for our Top Ten list from 2018. Here we have the Top Ten airlines flown and Top Ten Aircraft flown in 2018.


Northwest (Orient) Airlines (NWA) purchased it's first B720 in 1961 and it's first 707-320 in 1963, following the DC-8 which came in 1960. Northwest's route structure was primarily national, so the 720 was a good fit for the smaller airports they served, until the B727 came along with lower operating costs. Northwest's DC-8's just couldn't make the Trans-Pacific flights profitably, so in 1963 Northwest signed for the new Boeing 707-320B which had more seats and longer range than the DC8's they were flying. Douglas responded with the "stretch Sixty" series DC8, but now Northwest was firmly commited to Boeing. We have added 45 new flights for the B720 and B707 at Northwest, including flights to Tokyo in the -320B and non-stop transcontinental flights from New York's JFK Airport.


West Coast Airlines was started as a local service airline to serve the Northwest region of the United States. With headquarters in Seattle, the airline was founded in 1941, just in time to struggle for survival through World War II. After the war they started limited service with a pair of surplus DC3's. In 1952 they bought Empire Airlines (and their operating certificate) and began scheduled service to 32 communities, operating out of Seattle's Boeing Field. They were heavily subsidized by the US government, with half their revenue coming from subsidized income. With a steady route structure of 32-36 cities, West Coast was doing alright. In 1958 they bought several Fairchild F27 turboprops, increasing their passenger capacity by 50%. Eight years later, with a route system that was basically unchanged from the beginning, West Coast bought their first jets, four DC9-14's, factory fresh with 75 seats in all-coach arrangement. West Coast was one of the initial customers for the DC9. Unfortunately, two weeks after delivery, they flew their first DC9, N9101 with only 18 hrs total time, into a hillside while on approach to Portland Airport. This was the first loss of a DC9. At this time, the F-27's were still in service, but the DC-3's were now carrying strictly cargo. In 1968 West Coast, Pacific Airlines and Bonanza Airlines merged to become Air West (later Hughes Airwest). All three airlines operated DC-3's and the F27. Bonanza and West Coast had just purchased DC9's, while Pacific had just acquired three 727's. After the merger the DC-3's were all sold. Airwest/Hughes Airwest continued to fly from Boeing Field for a few years, then moved to Seattle/Tacoma International Airport in the early 1970's. The remaining three DC9's from West Coast were sold to Texas International in 1975. Within the next five years, two were damaged beyond repair in takeoff & landing accidents. By 1979 Hughes Airwest had sold the F27's, DC9-14's and early 727's in order to grow into DC9-30's and B727-200's. In 1979 they merged with Republic Airlines. HAG offers 19 West Coast Airline DC9 flights.


Previously, our Northern Air Cargo represented more fiction than truth. That has been corrected! Northern Air Cargo home base has been moved to the correct location, Anchorage International Airport. No longer will you find an NAC D18S, L188 or PA31. NAC primarily operated a fleet of DC-6BF's and B727-100 series, and these you will now find listed. Their routes are primarily intrastate, meaning they operate only in Alaska. I don't remember why we created NAC as a Canadian cargo carrier, but we strive to be accurate with our airlines and Northern Air Cargo is now that way. NAC was known for their high level of maintenance to ensure flights operated on time, every time. Our DC-6 is N2907F, a former C-118. If you go to www.oldjets.net you can find an article describing a flight in this aircraft in the sub-zero cold of the great white north. In October of 2008 the last DC-6 flight for NAC flew, but at HAG the Douglas flies on! Likewise, the 727's were all retired and replaced with 737's, but we keep the three holer alive at NAC. For a real challange, try taking the 727 in and out of some of these smaller, snow-packed runways. It'll keep you sharp!

With Japan recovering from WW2, they decided it was time to get back into the business of manufacturing airliners. In 1954 a consortium of manufacturers teamed up to create a mid-sized turboprop airliner to replace the old DC-3's then in use. Jiro Horikoshi, who designed the Mitsubishi Zero, was involved in the design process. Teruo Tojo, second son of Prime Minister Hideki Tojo, was involved in the engineering aspects. He would later become Chairman of Mitsubishi Motors. Japan lacked any real expertise in modern systems, so much technology was borrowed from existing designs. It took eight years to roll out the first aircraft, and production ran for twelve years with 182 being built. Consider that the original Boeing 737 went from design to delivery in only four years. Piedmont bought twenty YS-11A's and had much success with them in the US market. Later, Provincetown-Boston Airline bought eight ex-Piedmont YS11's and a ninth from Pyramid Airlines, utilizing them on their unique routes in New England and Florida. Airborne Express operated twelve YS11's in an unpressurized, cargo version. Those that flew them remember them as being built like a brick house, reliable as a Toyota, a joy to fly and easy to maintain. A funny side note: At Airborne Express, pilots wanted to fly the jets, not this Japanese turboprop. So when a friend of mine graduated as a new-hire First Officer on the YS11, he was immediately awarded a Captain position to fill the vacancy! Right back into the classroom he went. At HAG we have 264 flights for the YS11. 


Two classic cargo carriers have joined the ranks of our early cargo operators. World Airways (WRL) began operations in 1950 with a DC-4. They got a government contract and have been carrying freight and soldiers ever since. They are also a well known contract carrier worldwide, operating 747s and MD-11's. Kalitta Air (CKS) started in 1967 with a Cessna 310, operating as American International Airways. In 1984 they moved into jets, doing ad hoc charters around the world. In 1997 AIA merged with Kityhawk and became Kalitta Air. We have numerous 747 routes for Kalitta Air. Both carriers fly under contract with Seven Seas, using their own callsign. World flies 747F and MD11F routes, while Kalitta flies 747F routes. With the addition of these routes, HAG now has over 13,000 routes to choose from.


We just finished doing a complete update on the United DC-6B flight schedule. We increased the number of flights by almost 50%, and no longer will you fly somewhere with no flight coming back. Towards the end of World War II, the airlines approached Douglas Aircraft with a request for an improved DC-4. At the time the DC-4 was state of the art, but the airlines wanted more seats, more speed and more range. Most importantly, they wanted pressurization so they could fly over bad weather instead of through it. First delivery went to American and United on 24 November 1946. Douglas later lengthened the aircraft slightly, added cargo doors and a stronger floor to create the DC-6A freighter. The DC-6B was a DC-6A without cargo doors and a lighter floor. Airlines loved them. Economical, rugged and dependable, the DC-6B created large profits for the airlines that flew them, and many did. When production ended in 1958, 704 had been built.


One of our members asked if we could add 37 new flights for the Qantas 747. It took a while, but I finally found the time to make the new routes. These are classic Qantas long haul flights. New routes added include: Sydney - Singapore - Bahrain - London (and return); Melbourne - Singapore - Bangkok - Rome - Belgrade (and return); Bangkok - Athens - Rome (and return); Bombay - Frankfurt - Amsterdam (and return); Frankfurt - Manchester (and return); Melbourne - Fiji - Honolulu - Los Angeles (and return); Sydney - Tahiti - Los Angeles (and return); Sydney - Hong Kong (and return); and Melbourne - Hong Kong (and return). It's a long flight, but Qantas had great movies, plenty of booze and fine cuisine, so kick back and enjoy the First Class service. Unless you're flying coach, wedged between two Fiji wrestlers on an eight hour flight to LAX. Live and learn.


In 1955, American Airlines announced a need for a four-engine turboprop airliner that could carry 75 passengers up to 2000 miles. Eastern jumped on board, but wanted greater range, 350 mph and seating for up to 90 passengers. Lockheed responded with the model CL-310, later changed to the L-188. American quickly ordered 35 and Eastern ordered 40, and in two years the first flight took place with orders for 129. The aircraft performance was spectacular, with terrific climb rates and impressive short field capabilities. The aircraft came with up to 98 seats, 390 mph top speed and a 2770 mi range. American Airlines flew the first revenue flight with an Electra II in January 1959, but one month later on February 3rd, a crew flew a brand new Electra into the East River while flying a back course approach to runway 22 in marginal weather. Coincidently, this was the same evening that Richie Valens, Buddy Holly and "The Big Bopper" died in a plane crash in Iowa. The photo shows the accident aircraft, N6101A, in Chicago, nine hours before it crashed. A year later, two more fatal accidents were caused by improperly designed engine mounts. An expensive fix, covered entirely by Lockheed, could not fix the reputation of the airplane, and orders quickly switched to the new 727's and DC9's. The Navy however bought hundreds of the Electra's, known as the P-3 Orion, and still operates a few today. Anyone who ever flew an Electra considered it a real hot rod, a delight to fly and highly reliable. HAG just added 78 American L188 Electra II flights.


We have just finished reviewing the Northwest 727 schedules. We had several flights out of New York's JFK but few returning. We have added nine return flights from Detroit, Chicago, Milwaukee, Minneapolis and Seattle. These flights also serve New York's LaGuardia and Newark airports, as well as JFK. The picture shows N280US pushing back at LaGuardia Airport in 1980, back when 727's reigned supreme across the nation.


When Piedmont got their first 727-200's in 1981, they opened up routes far outside their regional norm. Denver, Dallas, Houston were their first expansion west. In 1984 Piedmont began non-stop flights from Charlotte to Los Angeles and San Francisco. These flights were long, usually 4-5 hrs in length. Set it up for cruise at .76-.78 Mach and you should make it with good fuel reserves. Westbound flights have a great breakfast service, while eastbound flights have lunch.


VARIG Airlines had a cargo division that flew primarily long haul, international routes. Their largest cargo aircraft was the DC-10-30F. This aircraft flew to many destinations. From their hub is Rio De Janeiro, we now have VARIG-CARGO DC10 flights to Miami, New York, Paris, Lisbon, Cape Town and Lagos.


We have just added several new Eastern Airlines routes for the DC9 & B727. From New York we can fly to Pittsburgh-Cleveland-Detroit; New York-Baltimore-Atlanta-Birmingham; New York-Daytona Beach-Palm Beach-Atlanta; Miami-Birmingham-Chicago; Miami-Cincinnati. These new routes expand our coverage of this historic airline with our two most popular aircraft. Eastern Airlines played a significant role in the development of both aircraft. Their short leg, multi-stop flights required built-in airstairs and an APU for power in order to be self-sufficient at these smaller locations. New hire pilots usually started in the 727 FE position, then quickly moved to the right seat of the 727 or DC9. Most Captains got their first type rating in the "Diesel Nine" or "Three holer". Whatever you flew, you loved it. Flying for Eastern was indeed the dream job of a lifetime.


Every weekend I update the Trip Of The Week. Each week we have two to choose from. These trips are selected randomly, usually involving more than one leg. One week it may be a Northwest DC-9 from New York to Minneapolis via Detroit and Milwaukee. The next week you may find an Alaska Airlines Constellation flight from Anchorage to Juneau and Seattle. If you're finding yourself flying the same routes with the same airplane all the time, try out the Trip Of The Week and add some variety to your flying! You can find them on the About Us tab at the top of the page.


In 1947 the DC-6 entered airline service with American and United, and was an immediate success story. One thing it lacked though was the ability to cross the United States from east to west non-stop in under eight hours. Federal regulations limited pilots to eight hours flying time, so a fuel stop and crew change was normally required. The L-1049G Constellation could just make the crossing, so with the urging of American Airlines, Douglas quickly developed the DC-7. A turboprop design was considered, but the powerplant was untried, so they opted for the Wright R-3350's. This would haunt the DC-7 for years, as the Wright's were never as reliable as the P&W R2800 on the DC-6. The DC-7 though was unique in other ways. It was the first airliner to use titanium. Trim tabs moved with the flight controls, so no hydraulic boost system was required. The original DC-7 was stretched 40" behind the wing, providing six more seats in the cabin. The tail section was a standard DC-6B section. Despite having a nearly identical wing as the DC-6B, the DC-7 could carry 50% more fuel. The DC-7B broght an increase in gross weight, propeller spinners, improved flaps and engines and fuel tanks in the nacelles was an option. The DC-7C had more substantial changes, including a 40" stretch ahead of the wing. The wings obtained a 10' addition in the inboard section, providing an additional 1000 gals of fuel. A newer version of the R3350 was installed, and aerodynamic changes resulted in the lowest drag of any airliner of the time. While the DC-7B was a domestic favorite, the DC-7C was used primarily on overwater, long distance flights. With the introduction of the jets, most DC-7's were traded in. For cargo carriers the DC-6 was more economical, so the market for used DC-7's was quite small. Most DC-7's were scrapped soon after retirement. AT HAG, we have 454 DC-7 flights with 16 airlines.


Total Pilots: 69
Total Flights: 16,203
Total Flights Today: 0
Total Flight Hours: 34,049 hrs
Total Pax Carried: 82,920,885
Total Fuel Burned: 170,507,896 lbs
Total Flight Miles: 8,815,533 nm
Total Schedules: 13005

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EAL0739 Aharon Dayan Israel
SAB0738 Tom Bergen Belgium
ACA0734 Trevor Hanko Canada

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

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