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 100 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
PIEGL05 Derek Jager N315ML KDFW KATL 08/22/2019 Pending
TWA14931 Paul Blinn N7301C KJFK LFPO 08/21/2019 Pending
AAL720 Derek Jager N315ML KPHX KDFW 08/21/2019 Pending
CPA4309 Wim Demeyer VR-HGO RJAA VHHH 08/21/2019 Pending
TAA14137 Herman Kreimes VH-TLC YPDN YBMA 08/21/2019 Pending


Posted by David Reed on 08/20/2019


We have just added Malaysia-Singapore Airlines to HAG. Actually, this is an expansion of our already existing Malaysian Airlines. Malaysia-Singapore Airlines was formed by the governments of Malaysia and Singapore in 1966 as a joint effort. Six years later they agreed to split, forming Mayasia Airline System and Singapore Airlines. Malaysia focused on domestic routes, later going international, while Singapore went directly into the international market. At HAG we have three aircraft types- The Comet, the Boeing 707 and the Boeing 737.


We have added Western DC-6 routes. Western was set to launch longer range flights with the new DC6 in 1947, but financial troubles forced them to sell the routes and delivery positions to United Airlines. However in 1953 Western was healthy enough to acquire the DC-6B they longed for and began service between Los Angeles, Salt Lake City and Minneapolis. Many more routes soon followed.


Western Airline's schedules for the Boeing 720B have been updated to reflect their schedule from 1968. Accurate departure and arrival times are used for the detail-oriented HAG pilot. We also added Western DC10-10 schedules from 1987. Western operated twelve DC10-10's, and later two DC10-30's, one of which was written off in Mexico City. The -10 series were all purchased new from McDonnell-Douglas with seating for 46 in First Class and 193 in Coach. Western flew them primarily to Honolulu from Anchorage, San Francisco, Los Angeles and even San Diego. In 1987 they would connect to Salt Lake City, where they flew round trips to Dallas and Seattle. These wide-bodies were operated until their merger with Delta in 1987. One went to American in 1985, another went to Capitol in 1981, while the rest went to Delta and fairly quickly to new operators. For Western, the DC10 was the height of their growth, the largest aircraft operated by them, and successfully too.


When TWA acquired it's first L749 Constellation, they quickly moved to put it on their international routes, using its longer range to advantage. In 1951, TWA flew non-stop from LaGuardia to London and Paris on their Ambassador flights, while from Boston they flew non-stop to Shannon, Ireland. From Shannon the flights continued to London or Paris, then continuing on to various destinations in Europe, the Middle East and as far east as Bombay. To get the range needed, the L749A carried 6245 gallons of fuel, while burning an average of 96 gph/eng at 315 mph. It takes careful planning and favorable winds, but you too can fly a Constellation across the pond. Using actual timetable times, and period-correct ticket prices (adjusted for inflation), these flights are sure to be money makers!


Shortly before WW2 began, Lockheed developed the L-049 Constellation for commercial service, but when the US entered the war all the L-049 production became C-69s for the USAAF. They were equipped with the new Wright R3350 Duplex-Cyclone engine. These were the same engines that were used on the B-29, which had priority, further delaying production. The R3350 has issues though, and were grounded until these could be worked out. They became excellent engines, so long as you treated them right. After the war the L-049 was improved for the airlines, creating the L-649 with increased weight and payload and better soundproofing. But the airlines wanted range, specifically to cross the Atlantic nonstop. Lockheed increased the fuel capacity significantly, added updated R3350 engines, stronger landing gear, structural improvements and even better soundproofing. Six months after the L-649 first flew, the L-749 flew, weighing 24K pounds more than the L-049 with the same wing. Only one month later it entered airline service, with Air France. 60 L-749s were built, along with 59 slightly improved L-749As. Designed to carry 60-80 passengers, this number fell considerably on the non-stop New York to London flights due to weight limitations. This is part of the reason why flying was so expensive back then! The L-749 could cruise at 300 knots at up to 24 thousand feet. The Constellation line almost ended here had it not been for an Air Force order for ten more C-121s. The DC6 came on the scene, airlines asked Lockheed for a better L-749 to compete with it, leading to the L-1049. Whether operated domestically or internationally, the trustworthy L-749 flew for the major airlines for almost thirty years.


We just completed a major overhaul of the Continental Airlines schedules. As a result, the number of Continental flights has more than doubled. You name it, we got, from the DC3 to the Viscount to the 757. Continental started out in 1934 as Varney Speed Lines. Founded by Walter Varney, who was also a founding member of United Airlines. In 1936 they moved to Denver and renamed the airline Continental. For a while after WW2, Continental operated several interchange routes with major US carriers, similar to todays code-sharing agreements. In 1955 though, they bought Pioneer Airlines and got Harding Lawrence, Pioneers Executive Vice President. Lawrence went out and bought two DC-7B's and began service to Chicago and Los Angeles, putting Continental squarely in the major carrier arena. In 1958 they began put the new Viscount into service, and in 1959 they got their first jet, a Boeing 707. Revenue in 1960 was five times what it was in 1956. But Continental was not done yet. They introduced low-cost fares, opening up airline travel to millions more Americans. In the 1960s Continental made millions ferrying troops back and forth to Vietnam, helping them retire the Viscounts and replace them with DC9's and 727's. In 1968, using their Pacific experience, they formed Air Micronesia, based in Guam. Continental was the second launch customer for the 747 in 1970, and put the DC10 into service two years later. Despite recessions, a takeover by Frank Lorenzo, strikes by unions and resistance from the Federal government, Continental survived. They merged with several smaller airlines and learned valuable lessons from that. In 2010 they merged successfully with United.


We just completed a major update with Trans Australian Airlines (TAA). We now have timetable-accurate routes for their DC9, B727, F27, Lockheed Electra II, Convair 240, Viscount, DC6B, DC4 and DC3 aircraft. Now you can experience the historically accurate flying in Australia with Trans Australian!

We have just added another historical airline, El Al Airlines. Based in Tel Aviv, they got their start in 1948 as the national airline of Israel. Service began using the DC4, while the C46 operated their cargo routes. Soon their passenger flights moved into pressurized Constellation L-049's, but in 1955 they began operating the Bristol Britannia. With this aircraft they could operate flights to the United States through London, and sales tripled in the first year. 1960 saw the arrival of the 707-320B, which allowed non-stop service from New York to Tel Aviv. The 707 was the workhorse of the fleet, and in 1971 they bought their first 747. Many thought it was too expensive and too big of a target for terrorists, but El Al saw terrific profit from it. In the 1950s and 1960s El Al developed a very effective security routine for it's flights, As a result, only one El Al aircraft was ever hijacked. Today we have timetable-accurate flights for El Als 707 and 747 from 1975, and L-049 flights from 1956. Unique in the airline industry is El Als dedication to only serving kosher meals and never flying on the Jewish Sabbath.


We have just updated the Northwest Orient schedules from 1979 and 1987. These historically accurate timetables accurately reflect the time when Northwest cruised to Europe and all across the Pacific. In 1970 Northwest Orient Airlines put their first 747's into service on a rather conservative schedule, including just one trans-Pacific flight from Seattle to Tokyo. In our latest timetables, Northwest 747's roam to Europe from Newark, Boston and Minneapolis, and fly to Tokyo from Newark, Los Angeles, Seattle, Detroit and Anchorage, and continue on to places like Seoul, Hong Kong and Manila. During the period 1979 to 1987, NWOA operated 23-32 747-100's and -200's. They also operated them domestically, between Minneapolis, Seattle, Chicago, Detroit, Newark and Los Angeles, as well as one round trip from Chicago to Tampa.


Pan American was looking for an ultra-long range aircraft to open up their New York to Tokyo route. Boeing was building the 747SP to compete with the DC10/L1011, and it was just what PanAm was looking for. It was 48 feet shorter than a standard -100 series, and the commonality made for a short development time frame. Boeing made many structural changes to save weight, including single-slotted flaps instead of triple-slotted. The result was an airplane that could carry 230 passengers in a 3-class arrangement, at M.88 for almost 7000 miles. Unlike the DC10, the 747SP could cruise above FL400 where the fuel burn is low. Combined with the weight savings, it was almost as economical as the DC10. PanAm flew the 747SP from New York to Buenos Aires, Dhahran, Rio De Janeiro and Tokyo. From Los Angeles and San Francisco they flew to Tokyo, Auckland, Sydney, Hong Kong and London, with one-stop service to Singapore and Bangkok. At HAG we have added flights from the 1979 schedule, to include all the 747SP routes. Except for the Concorde, she was the fastest airliner ever built.


Braniff International Airways operated three types of 747s: the 747-100 series, the -200 series, and the 747SP. They took delivery of their first 747 in 1970, operating Dallas to Honolulu. That first 747 (N601BN), flew 15 hrs daily with a 99% dispatch reliability. Braniff 747s were based in Los Angeles, Dallas and Boston. Boston and Dallas flew non-stop to Europe, while Los Angeles flew non-stop to Pacific and South American destinations. The Dallas to Honolulu flight also operated daily. We have included every 747 non-stop flight from 1979 with historically accurate departure and arrival times.


HAGs charter department has added a new base for charter operations. In addition to Lutton UK, Chester CT, St Louis MO and Hayward CA, we now have Juneau AK. Juneau charters serve primarily the Alaskan Panhandle, but may roam farther as needed. Serving the state capital, we have a variety of aircraft based there, including a Baron 58, D18S, PA31, Cessna 207, and two float planes, the Cessna 185 and DHC2. For larger charters we also have a DC9-10 series with 72 seats, and a DC3 which can be used to carry 7500 lbs of cargo, 30 passengers or a mix of both. See our Charter page on the About Us tab!


Aloha Airlines was founded in 1946 as Trans-Pacific Airlines using a surplus C47 for charter. Three years later they earned their certificate as a scheduled airline. However TPA always suffered from Hawaiian Airlines. In 1958, under new management, the name was changed to Aloha Airlines and orders were made for the Fairchild F27. As the F27 replaced the DC3, three Vickers Viscounts were purchased second hand, making the airline Hawaiis first all jet-powered airline. In 1966 Aloha bought its first BAC 1-11. In 1967 Hawaiian purchased the DC9, so in 1968 Aloha ordered a new 737-200 to replace the BAC 1-11. The last turboprop was sold in 1971. Over the years they faced increased competition, numerous organizational changes, high fuel prices and two chapter 11 and a chapter 7 filings. The airline shut down in 2008, but the profitable cargo division was sold to the parent company of Northern Air Cargo.


Luxembourg Airlines (LUX) has been expanded to include their 737-200 aircraft. The 737 joined the fleet in 1977. From a wide and varied fleet in their early years, LuxAir moved to an all 737 fleet. They also flew some regional jet CRJs, but these were expensive to operate and so they moved back into turboprops with the purchase of the DHC8 Q400. Today they operate eight 737s and eleven Q400s.


Total Pilots: 98
Total Flights: 17,553
Total Flights Today: 1
Total Flight Hours: 40,509 hrs
Total Pax Carried: 95,371,080
Total Fuel Burned: 197,732,230 lbs
Total Flight Miles: 10,061,650 nm
Total Schedules: 16818

Newest Pilots

DAL0802 Ray Pelot United States
TWA0801 Brian Smith United States
NCA0800 Joseph DeKasha United States
BNF0799 Michael Blakley United States
AMX0798 Jaime Damian Mexico

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CEO: David Reed
President: William Kirkham
Chief Pilot: Henry Douglas

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