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.

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
UAL10775 Dennis Volz N7253U KBOS KORD 03/24/2018 Pending
PIE7895 Derek Jager N189P KLGA KPHL 03/24/2018 Pending
TWA10722 David Kurth N912TW KLGA KSTL 03/24/2018 Pending
ANR1327 Herman Kreimes C-GNAU CYXY CYYC 03/23/2018 Pending
BNF1786 Jerry Allen N34950 KICT KPNC 03/23/2018 Pending



Posted by David Reed on 03/14/2018


Pan American was the leading US airline in the international arena. For decades they dominated the industry, but in the 1970's things began to change. When the government deregulated the airlines in 1978, many carriers jumped at the opportunity to freely start international service. Pan American needed to develop a national network to feed it's international business. There was talk of merging with American, United or TWA. National Airlines had a strong east coast and west coast network, but were facing bankruptcy in 1979. Pan American wanted National because their hubs were closely matched, giving PanAm an established national network overnight. The merger did boost PanAm's revenues, but other factors conspired to bring an eventual end to PanAm ten years later. Fly a PanAm 727 to Miami, JFK or LAX and then hop a jumbo overseas!


Salisbury-Ocean City Airport has always been the airport to fly to when traveling to eastern Maryland. Today this airport is served by American Eagle/Piedmont with flights to Charlotte and Philadelphia. Thanks to one of our members, we have added classic airline service to Salisbury using Piedmont's Martin 404 and Nihon YS11. Flights from Charlotte continue on to Philadelphia and New York, returning the same way through Salisbury. At HAG, we listen to our members!


Qantas fans can now fly their routes using the classic Lockheed Constellation. Qantas first added six L749 Constellations after WW2 to increase the airlines' capacity and range. These aircraft served faithfully, and as business grew Qantas turned to the L1049 for even more capacity and greater range still. Purchasing 16 of these in 1954, Qantas became a global player with service to the US, Canada and several destinations in Europe and Africa. The Boeing 707 started entering the fleet four years later, but the Constellations flew for Qantas until 1963. The Constellations were the key to opening up Australia to the world. At HAG we have Constellation routes (either L749 or L1049) from Melborne to Perth, Sydney, Auckland, Darwin, and connecting service to Djakarta, Signapore and Fiji.


We just updated the classic first-generation 747 schedules for Trans World Airlines (TWA) and Northwest Orient Airlines (NWA). TWA now includes flights from New York and Boston to Paris and London. We've also added a classic route, St Louis to Paris and London. TWA operated 30 747-100/200 series, working heavily in the North America-Europe sector. For Northwest, we have added New York routes to Chicago, Minneapolis, Seattle and Anchorage. Also flights between Anchorage and Seattle, Minneapolis and Chicago. We also added two new non-stops to Tokyo, from Seattle and from Minneapolis. At Northwest, 747's worked the Pacific Rim while the DC-10 was used primarily for Atlantic crossings, and both types were used to a limited extent domestically. Northwest operated 32 747100/200 series, and five 747-200 freighters.


Qantas (QAN) is the third oldest airline in the world and the flag carrier of Australia. Based in Sydney, Qantas entered the jet age with one of the very first 707's in 1959. Seven years later they upgraded to the 707-338, and six years after that they purchased their first new 747-238B. They retired the 707 in 1979 and long range flights were exclusively 747s. Today we have updated the 747 routes and added twenty additional routes. Now you can fly from Sydney to London via Singapore, Bombay, Bahrain and Rome, and back again. We also added flights to San Francisco via Honolulu. We have added several domestic flights and a round trip to Auckland NZ.


The Lockheed Constellation started life in the late 1930's as the L-049. Unlike any other airliner of the day, it suffered from one handicap: Howard Hughes. He stipulated that Lockheed must first fill TWA's order, putting the rest of the airlines at a disadvantage. Then WW2 came along and the whole commerical project came to a halt. During the war Lockheed talked to the Army about stretching the L049/L749 model, but the Army was already talking with Douglas about doing the same thing to their C54. At the end of the war, Douglas unveiled it's DC-6 airliner. It was superior to the L049/749 in many ways and best of all, Douglas was taking orders for everyone. Lockheed got out from under the TWA exclusive deal and developed the L1049, designed to compete with the DC6B. Compared to the L749, the L1049 had larger fuel capacity, more seats, larger windows and improved pressurization. The L1049G had still more improvements, including more powerful engines, and was at last able to beat the DC6B in speed and load. No sooner had the L1049G come out than Douglas created the DC7, pulling ahead of the Connie again. During the 1950's, when four engine airliners ruled the airways, no one can dispute the L1049's graceful lines and unique design set it apart from all the others. HAG has 505 flights for the Constellation with numerous airlines around the world.


We have reviewed the American Airlines DC-6 schedules and did a complete remake using the American Airlines 1952 timetable as our guide. We now have flights flying to and from several American Airlines "hubs", including Dallas, New York, Boston and Chicago. Some flights are short, some are long, and there are many in between, allowing you to pick a flight that best suits your sim availability. Enjoy flying the line in 1952 at American, home of the Flagship DC-6B!

Douglas DC6

At the beginning of WW2 there were three new airliners in the works: The Boeing 307, Lockheed Constellation and Douglas DC4. Boeing built 11 B307's, Lockheed built 22 C-69/L049, but Douglas built over a thousand DC4/C54's for the Army, gaining valuable experience in producing large transport aircraft. As the war progressed, Douglas and the Army discussed a larger version of the C54. Douglas also talked with the airlines and what they would want after the war. They wanted pressurization, more seats and faster speeds. The first Constellations were slated for TWA, so the airlines turned to Douglas to create what they needed. One year after the war ended the first DC-6's were delivered to American Airlines and United Airlines for about $290,000 each. In today's dollars, that's less than the price of a new Beechcraft KingAir. A stretched version with higher gross weight and more powerful engines became the DC-6A and DC-6B, with the DC-6B being the passenger version. In 1947 PanAm used the DC-6B to fly non-stop to Europe eastbound while TWA used the L749. The DC-6B was faster than the L749 by 30 mph and could carry twenty more passengers with a lower operating cost. Accountants loved it! The DC-6B was fast, flew above the weather in pressurized comfort, was more economical to operate than a Constellation, was easy to maintain and as reliable as your Toyota Camry. To this day, the DC-6 is considered one of the best airliners ever built. HAG has 607 DC-6 flights.


Seven Seas Air Cargo just added several new Department of Defense contract flights. These are operated as either passenger, cargo or combi flights as specified by the contracting agency. For these we have added the DC-8 and B747. The B747 will fly Elmendorf AFB (Alaska) to Kunsan AB in South Korea, plus RAF Mildenhal to Bagram AB in Afghanistan. The DC8 flights operate RAF Mildenhal to Tel Aviv and Incirlik AB (Turkey), plus a once weekly flight from NAS Sigonella to Djibouti.


Soon after the DC3 became THE airliner to have, several airlines began asking for a larger aircraft with longer range. Boeing was developing the B-17 for the Army, and using the same wings, engines and tail created the pressurized 307 Stratocruiser. Only 11 were built before Boeing switched to full time production of B-17s and B-29s for the war. Meanwhile, Douglas Aircraft had the ear of the airlines. They had created the DC3 that made the airlines profitable, and so were the natural choice for the next airliner. This almost ended in disaster though when they tried duplicating the efforts of Boeing's 307, creating the DC-4E. Overweight and underpowered, the airlines were quick to tell Douglas this would not work for them. Douglas wisely switched to a new design, which was simplier, lighter and faster. The DC4 we know today was unpressurized and devoid of complex systems. Then WW2 came and all production went to the war effort. The DC4 became the C54. Douglas built over a thousand C54's for the military, where it's value as a passenger and cargo carrier was proven and refined. After the war the airlines scooped up as many C54's as they could at bargain prices. 1254 were built, over 95% of those being C54's. As the war had progressed, Douglas used the now proven DC4 as the basis for designing the next generation Douglas, the DC6. A little bit larger and with pressurization, it retained the same wing as the DC4 and the same devotion to simplified systems. The DC4 showed the world that Douglas knew their business when it came to airliners, proving that the Douglas Aircraft Company was the gold standard in transport category aircraft.


There are new stories in our own Cockpit Chronicals. Simply click on the link tab on the right side of this page.


Chester Charter has added a pair of DC9-15's for use on passenger and freight charters. Based in St Louis at the Spirit of St Louis Airport (KSUS), the DC9-15 Series is configured in a 72 seat layout. It's mission is primarily for NCAA teams where it can carry 60 players and 12 coaches /VIPs. It is listed as a Chester Charter flight (CCA) and should be flown between colleges. Your President used to do this with a Saab 340 in years past, carrying primarily women's basketball teams. You would think it would be a crazy party in back, but teachers kept students focused on homework during the flights. So stock up with plenty of Pepsi, Diet Dew and Domino's Pizza and head out to the next collegiate event! Look for textures for the HJG DC9 for both Chester Charter DC9's at Flightsim.com.

Another DC9-15F is based in Luton/London (EGGW), this new addition will serve the on-demand freight business throughout northern Europe. N784TW was first delivered to Continental in 1967 as N8906. Five years later it was sold to Air Canada, then five years after that it went to Air Florida. Seven years later it was sold to Purolator Courier and converted to a freighter with a cargo door being added. Later it went to Emery, then Kitty Hawk and Reliant. In ended up at Ameristar in 2002. Today it retains it's US registration (for now) with Chester Charter's UK division. Charters are easy to fly. Just leave Luton and fly wherever the charter takes you. Upon return you simply file a regualr Pirep with the destinations listed in the remarks section. Flight time and fuel used is cummulative for the entire trip.


I've just uploaded to Flightsim.com textures for the Seven Seas Air Cargo 747, DC10 and two for the 727. The DC10 and 747 are both Posky models, while the 727's are for the TDS 727-200F. At the Flightsim website, go to File Library and search for David Reed. These textures should be posted this weekend.


Seven Seas Air Cargo now has flight with four automakers. In the automotive business, things can go wrong and when parts aren't at the final assembly plant in time the line shuts down, costing millions every hour. Therefore expidited shipping of parts is a must. For GM we run from parts suppliers in Baltimore, Bloomington IN and Kokomo IN to the Escalade/Yukon final assembly plant near Dallas. For Ford we pick up parts at Buffalo and Sharonville OH, then fly to final assembly plants in Kansas City (F150), Chicago (Taurus) & Detroit (F150). We also have daily flights between Munich and Spartanburg for BMW, and between Stuttgart and Birmingham for Mercedes Benz. Flying car parts is big business, and for this we have the DC9-30 and B727-100 (and 747 for German trips). Remember, speed is everything!


It was the spring of 1941 when Philippine Airlines was founded. The first flight was in March using two Beech 18's. A few short months later the Japanese invaded and Philippine Airlines went on hiatus. In February 1946 the airline was back in business, using five DC-3's donated by the US Army. In July they borrowed an old DC-4 and began service from Manila to California. For some reason the Philippine government suspended all airline operations from 1954 to 1959. They restarted using Convair 340's, later replaced with Vicker Viscounts. HAG has recreated the original 1946 schedule with 17 DC3 flights across Luzon, Mindanao and Leyte. We also added ten Viscount flights from Manila, including one round trip to Hong Kong. PAL operated the DC3 until 1978, while the Viscount flew from 1957 to 1967. You can find Vickers 700-series Viscounts at the Classic Britsh Flight Sim tab.

KLM 737/DC9

We just added 76 flights for the KLM 737 & DC9. Designed for the 737-200 and DC9-30, these routes run all over Europe, including Belgium, Spain, Portugal, Italy and Poland to name a few. The DC9 began flying for KLM in March of 1966, with 25 eventually being used, including the 1000th DC9. The B737 came twenty years later, with four 737-200's. These were mostly interim aircraft as KLM took delivery of the more fuel efficient 737-300 series. HJG has a terrific 737-300 available, and a 737-200 under development. They also have the DC9-30. Trip length varies from 20 minutes to just over two hours, Have fun!


Total Pilots: 126
Total Flights: 17,258
Total Flights Today: 3
Total Flight Hours: 35,556 hrs
Total Pax Carried: 75,029,303
Total Fuel Burned: 162,366,087 lbs
Total Flight Miles: 8,639,341 nm
Total Schedules: 11814

Newest Pilots

TWA0723 Fabio Zucchero Italy
AAC0722 Tony Holmes United Kingdom
TWA0721 Dennis Volz United States
PIE0720 Jerry Allen United States
FEX0719 John Mundie United Kingdom

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

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