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[Closed for Entries] AE Arabic Design Contest 2022


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#1
Boing the Ostrich

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Welcome to the AE Arabic Design Contest 2022! The year so far has been such a rollercoaster, but I hope everyone is heading into the Summer with plenty of hope and energy and the possibility for new adventures. I am so happy to bring back this year's contest and give everyone a fun challenge before we head off to the Summer.
 
I still cannot believe I have been hosting this competition for the five years now. I have seen great strides in Arabic design on the galleries and I have learned so much myself about Arabic language, typography, and overall Arab history, culture, and identity through your creative works. I look forward to seeing what everyone has in store for this year.
 
I encourage everyone to visit the previous contests (2018, 2019, 2020, 2021) and draw from the design and commentaries of these editions. I also encourage everyone to read the rules and guidelines carefully and take note of the different submission Groups.

 

Submit a brand portfolio for an original airline based in the Arab World* by

July 1st 2022.**

[Updated 22 June]

 

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This post's graphics/materials are still being the edited. Slights changes may occur.

*See Map.

**Deadline may be pushed back.

All rules & guidelines are subject to change.



#2
Stalinbrad☭™

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Regretfully Withdrawn.



#3
M31MK

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Group A | Maroc Airways | Mohammed V International Airport (CMN)

 

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#4
dokateο

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Group B | Marhaba | Dubai International (DXB) 

Marhaba is a low-cost Emirati airline with its main hub and headquarters at Dubai International Airport. Marhaba was founded in 2009 by the Government of Dubai with the aim of entering the booming low-cost airline market and to further boost tourism to Dubai. Marhaba started out with 5, fairly old Boeing 737-800s. Marhaba officially launched services on February 22 2010 with a Boeing 737-8K4 flying the inaugural service from Dubai to Amman. In 2015 the airline agreed a large order of over 125 737 MAX aircraft, with options for a further 75, worth up to $24.92 billion US$ at list prices, however a substantial discount was negotiated as typical in the industry. This order consisted of 90 737 MAX 8s with options for 65 more, and 35 737 MAX 9s with options for a further 10. The first of the 737 MAX aircraft soon arrived, with Marhaba officially launching the MAX 8 on May 22, 2017. On September 10, 2016, the airline agreed a landmark order for 30 787 Dreamliner aircraft, with options for 20 more. This order consisted of 15 787-8s and 15 -9s. This would allow the airline to launch routes to dvestinations further afield, such as Manchester, London Gatwick, Kuala Lumpur, Paris-Orly, Jakarta and Surabaya, as well as to add capacity on  popular short and medium-haul routes. With the arrival of new 737 MAX and 787 Dreamliner aircraft, Marhaba launched a new premium hard product, similar to the Thompson Vantage. Due to the groundings of the 737 MAX beginning in early 2019, the airline was forced to lease 30 A320 family aircraft from American airline Amnat. The COVID-19 pandemic was a large burden on Marhaba, and it severely limited services. The airline's 787 Dreamliner fleet were temporarily used as "phreighters" delivering medical supplies and later vaccines around the world. On February 24, 2022, a Marhaba 737-800, A6-MPS, was destroyed in a Russian helicopter attack while parked at Kyiv's Boryspil airport, however fortunately no casualties were reported. This is the airline's only hull-loss. Today, Marhaba continues to take delivery of its 737 MAX and 787 aircraft, and as tourism recovers, the future looks bright for the airline.

 

 

Fleet

 

68x Boeing 737-8K4

42x Boeing 737 MAX 8 

20x Boeing 737 MAX 9

15x Boeing 787-8

7x Boeing 787-9

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#5
Boomeruesky

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Group A | Air Comoros | Moroni - Prince Said Ibrahim International Airport (HAH)

 

 

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#6
Maple_MK

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Group A | Tunisian Airways | Tunis — TunisCarthage International Airport (TUN)

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Tunisian Airways (Arabic: شَرِكَة التونسية لِلطَّيْرَان) is the flag carrier of Tunisia. The airline regularly operates scheduled flights to destinations in Africa, Europe, Asia, and North America from its hub at Tunis-Carthage International Airport. Formed in 1948 as Tunisian Air Lines by the Tunisian and French governments, it initially operated domestic flights and flights to nearby European cities before expanding its route network along the coast in the late 1950s and 1960s. Over time, the airline gained a reputation as one of the safest and most affordable airlines in North Africa, though its inflight services were always found to be lagging far behind its more luxurious Middle Eastern and Morrocan counterparts.

 
In 2011, the Tunisian Revolution rocked the nation and forced Tunisian Airways to significantly downsize their route network. Two years later, the government sold most of its shares in the airline. The carrier took this as an opportunity to restructure itself, adopting its current name and emerging with a new brand identity featuring its signature red camel head. The camel alludes to the vast deserts of Tunisia and represents one of the primary transportation methods of the indigenous Berbers that have inhabited the region for millennia.
 
Since its rebranding, Tunisian Airways has considerably improved its inflight services, being awarded a 4-Star Airline Rating by Skytrax in 2018. For its 70th anniversary, a new livery was unveiled with crisper details and a modest halftone on the tail. One of its Airbus A330-200s was also painted in a special "70 Years of Tunisian" livery to celebrate the occasion. In 2019, the airline received its new flagship aircraft, the A330-900neo, as well as the first of its A220s, both of which had been ordered as part of an ambitious fleet renewal program. Today, Tunisian Airways continues its mission of bringing Tunisian hospitality to 36,000 feet, using an all-Airbus fleet of A330, A320, and A220 aircraft.
 
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#7
AviatorCJ

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Group A | Aljazayir Airways | Algiers - Houari Boumediene Airport (ALG)

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#8
RubberDuckGaming

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EDIT: I’m going to withdraw, I’ve been feeling under the weather recently and don’t have the energy to complete this.



#9
ThePessimist

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GROUP A | Royal Omani | Muscat (MCT)
 

history of the entire Royal Omani, i guess
 

Royal-Omani-is-the-flag-carrier-of-Oman. It-was-created-by-the-Sultan-in-1964-with-the-ostensible-goal-of-allowing-Omanis-to-make-connections-to-the-wider-world. Early-operations-featured-a-selection-of-DC-3s-up-to-DC-6s. In-1967,-the-airline-acquired-twin-DC-8s-from-Simmons-which-could-easily-make-nonstop-flights-from-Muscat-to-European-capitals-or-even-further-afield. This-relegated-the-DC-3s-to-hopper-services-between-Muscat-and-numerous-smaller-airports-across-Oman,-Yemen,-Saudi-Arabia,-and-the-Trucial-States. This-spending-spree-previewed-a-pattern-which-would-pervade-Royal-Omani-for-much-of-its-history. Long-periods-of-stagnation-punctuated-by-infrequent-cash-injections. 

 

The-next-cash-injection-occurred-when-Oman’s-new-Sultan,-looking-to-improve-his-image,-wished-to-inaugurate-nonstop-flights-from-Muscat-to-exotic,-prestigious-locales-like-New-York-City. This-necessitated-the-purchase-of-used-long-haul-widebody-aircraft. In-1982,-Royal-Omani-acquired-a-used-747SP-from-African. The-next-year,-an-advanced-Lockheed-L1011-Tristar-joined-the-fleet-courtesy-of-Dragonair.

 

In-1987,-the-Sultan-embarked-on-a-series-of-trips-to-countries-with-which-Oman-had-few-or-no-previous-international-relations. One-such-nation-was-Brazil. The-Sultan-enjoyed-the-weather-as-well-as-the-culture-of-Brazil-during-his-visit. Brazil’s-president,-hoping-to-offload-some-foreign-debt,-gave-the-Sultan-the-hard-sell-on-his-nation’s-mechanical-crown-jewel. The-EMB-120-Brasilia-was-a-turboprop-built-to-handle-rough,-extreme-conditions. Thus,-it-made-for-a-perfect-replacement-to-Royal-Omani’s-fleet-of-frankly-decrepit-DC-3s,-which,-due-to-their-advanced-age,-now-spent-more-time-as-expensive-paperweights-than-modes-of-transportation. The-Sultan-bit-on-the-offer-and-by-1989-Royal-Omani-added-a-pair-of-the-new-type-to-their-fleet. They-would-be-the-first-aircraft-acquired-by-the-carrier-brand-new. These-would-also-be-the-first-aircraft-to-feature-what-the-Sultan-would-describe-as-“a-new-livery-for-a-new-era-in-Omani-transportation.”-The-livery-featured-modern-design-trends-including-a-geometrically-stylized-iteration-of-the-airline’s-traditional-crown-logo-and-brightened-colour-palette. The-aircraft-were-registered-A4O-BA-and-A4O-BB-respectively-and-were-named-after-some-of-the-smaller-Omani-cities-they-served.

 

            Revamped-smaller-regional-services-commenced-with-an-emphasis-on-using-the-Brasilias-to-build-more-frequent-service-to-airstrips-across-Oman. However,-the-Sultan-was-not-done-spending-quite-yet. The-DC-8s-used-on-Royal-Omani’s-mid-length-hops-like-the-route-to-Dubai-were-rather-long-in-the-tooth-and-subject-to-ridicule,-particularly-given-the-increasingly-glamorous-images-of-national-carriers-hailing-from-other-Arab-kingdoms. The-Sultan-was-not-persuaded-by-supporters-of-an-all-new-narrowbody-jet-fleet. Instead,-Royal-Omani-sought-to-acquire-used-aircraft-that-would-appear-more-modern. In-1993,-airline-management-struck-gold. The-A320-200-was-the-modern-flagship-of-many-airline’s-operations. New-A320-200s-were-expensive-and-the-used-market-for-the-type-featured-high-demand-and-low-supply. However,-the-A320-100-–-the-less-successful-original-variant-of-the-type-–-was-not-nearly-as-much-of-a-hot-commodity. Airlines-operating-the-A320-100-were-interested-in-replacing-these-craft-with-A320-200s-which-were-better-in-every-way. But-Royal-Omani-didn’t-need-the-extra-range-or-fuel-efficiency. A320-100s-were-still-relatively-modern. The-carrier-struck-a-deal-to-acquire-two-early-A320-100s-operated-by-British-Atlantic-in-late-1993. One-of-the-DC-8s-remained-in-service-after-this-date-to-cover-certain-charter-and-peak-flights-like-those-to-Mecca,-but-the-other-was-unceremoniously-dumped-onto-the-used-market.

 

Shortly-after-this-time,-the-Sultan-lost-interest-in-the-nation’s-airline. With-lost-interest-came-an-end-to-abundant-financial-support-from-the-government. Royal-Omani-had-always-been-an-entity-more-concerned-with-satisfying-government-fancies-than-generating-profit. Thus,-the-airline-struggled-mightily-with-its-finances. Its-maintenance-budget-was-slashed. No-services-were-terminated-but-frequencies-were-cut,-and-aircraft-condition-suffered-critically. International-watchdogs-rang-the-alarm-as-Royal-Omani’s-fleet-appeared-increasingly-derelict. History-would-prove-that-they-were-not-crying-wolf.

 

In-1998,-on-a-sweltering-June-day,-Royal-Omani’s-second-Embraer-Brasilia,-registered-A4O-BB,-departed-Khasab-Airport-on-a-return-hop-from-Muscat-as-SULTAN-341. This-was-the-airframe’s-fourth-flight-of-the-day. At-1123,-the-aircraft,-which-had-been-idling-on-the-black-asphalt-for-nearly-half-an-hour-waiting-for-a-late-passenger,-began-its-take-off-roll. For-the-proceeding-week,-crews-had-complained-that-the-flight-controls-on-A4O-BB-were-stiff-and-sometimes-unresponsive. SULTAN-341-lifted-off-without-incident,-but-problems-arose-when-Pilot-Gawas-attempted-to-lessen-the-aircraft’s-angle-of-ascent. Gawas’-input-yielded-no-response. Gawas-asked-the-first-officer-to-assist-in-attempting-to-decrease-the-aircraft’s-angle-of-attack. However,-the-controls-remained-unresponsive. Gawas-began-rocking-the-control-column-forwards-and-backwards-trying-to-“unstick”-it. His-inputs-became-increasingly-severe-until-he-was-successful-in-unsticking-the-elevator-…-into-a-steep-dive. The-Brasilia-hurtled-towards-the-ground-and-neither-pilot-nor-co-pilot-could-unstick-the-elevators-before-it-was-too-late. All-27-people-on-board-perished-in-the-impact-and-ensuing-fire. Less-than-120-seconds-after-take-off,-disaster-had-struck.

 

The-investigation-into-the-SULTAN-341’s-crash-revealed-that-both-flight-crew-and-maintenance-were-to-blame-in-the-incident. The-investigation-quickly-revealed-that-maintenance-standards-and-practices-at-Royal-Omani-were-woefully-inadequate. The-cause-of-the-control-surface-stickiness-which-would-most-directly-cause-the-crash-was-old-hydraulic-fluid. Hydraulic-fluid-pumps-in-the-tail-section-of-the-Brasilia-were-clogged-with-detritus. Maintenance-records-do-not-document-any-attempt-between-1989-and-1998-to-change-the-hydraulic-fluid-or-fluid-filters-in-the-aircraft. With-this-level-of-neglect,-investigators-noted-it-was-only-a-matter-of-time-before-something-went-wrong. The-extreme-heat-and-aircraft’s-delay-on-the-ground-had-contributed-to-the-accident-by-softening-deposits-of-detritus-in-the-hydraulic-system-which-further-contributed-to-the-clogging. The-investigators-also-acknowledged-that-the-flight-crew’s-conduct-contributed-to-the-accident. Flight-manuals-did-not-explicitly-cover-a-situation-in-which-hydraulics-were-intermittently-functional-but-under-pressure-the-flight-crew-reacted-in-a-rather-manic,-unorganised-manner. Had-they-reacted-more-calmly-perhaps-the-incident-could-have-been-avoided.

 

The-report-was-released-in-2000-and-ushered-in-serious-scrutiny-by-international-regulators. Royal-Omani-was-quickly-banned-from-flying-to-many-of-its-European-destinations. The-Sultan-was-displeased. The-airline-endured-a-management-shakeup. However,-no-management-shakeup-could-belay-the-fact-that-Royal-Omani-had-a-relatively-old-fleet-of-aircraft-that-were-in-appalling-mechanical-condition. The-solution-was-another-spending-spree. In-what-would-become-the-largest-order-in-airline-history,-the-carrier-signed-a-deal-to-acquire-an-Airbus-A340-500-and-an-A320-200-brand-new.

 

The-A320-arrived-in-2001-and-allowed-for-the-retirement-of-the-carrier’s-DC-8-which-was-replaced-in-charter-and-supplementary-operations-by-one-of-the-carrier’s-older-A320-100s. In-2002,-to-much-pomp-and-circumstance,-Royal-Omani’s-new-flagship-touched-down-in-Muscat. The-A340-500-was-chosen-not-for-its-statistical-ability-but-rather-because-it-was-the-newest-aircraft-in-Airbus’s-portfolio. Despite-the-fact-that-the-345-was-designed-to-cover-extremely-long-distance-routes,-it-actually-debuted-on-the-London-route-and-also-operated-to-Paris-on-occasion. The-This-was-because-the-carrier’s-L1011-was-still-allowed-to-fly-to-New-York-and-the-airline’s-every-changing-host-of-Asian-destinations-but-was-banned-by-EU-regulators-concerned-with-the-airline’s-maintenance-procedures. The-747SP-was-laid-up-in-Muscat-and-remains-parked-on-the-edge-of-the-airport-to-this-day. In-2001,-the-airline-also-acquired-a-used-Lansing-Air-System-Brasilia-to-restore-full-regional-services. It-would-eventually-be-registered-as-A4O-BC.

 

In-2011,-the-Tristar-was-becoming-a-maintenance-nuisance. The-airline-successfully-petitioned-the-Sultan-for-funds-to-procure-an-aircraft-which-could-replace-the-aging-Lockheed. To-streamline-the-maintenance-and-thus-decrease-costs-without,-the-carrier-opted-to-search-for-another-A340. Transnacional-responded-to-the-call-with-an-A340-300-which-had-been-retired-a-few-years-earlier. The-aircraft,-eventually-registered-A4O-KK,-would-feature-a-new-livery. The-livery-updated-and-streamlined-the-stylized-crown-from-the-previous-brand-identity-in-addition-to-new-titles. The-new-livery-also-featured-a-pattern-on-the-tail-which,-while-expensive-to-paint,-was-justified-as-substantially-increasing-the-premium-appearance-of-the-brand. The-Tristar-remained-in-the-fleet-to-be-infrequently-used-as-a-supplement-when-the-A340s-required-maintenance. The-airline-claimed-that-the-fleet-would-be-quickly-repainted-in-the-new-livery. This-did-not-occur.

 

In-2016,-the-A320neo-finally-hit-the-market-and-led-to-an-influx-and-serious-devaluation-of-A320ceos-on-the-used-market. Royal-Omani-pounced-on-the-opportunity-to-acquire-a-recently-retired-Himmelbahn-A320-200. This-aircraft,-while-far-from-new,-would-supposedly-decrease-maintenance-costs-by-allowing-for-the-retirement-of-one-of-the-A320-100s. The-retired-A320-would-be-retained-for-spare-parts,-which-would-eventually-prove-to-be-useful-investment-as-the-new-newly-acquired-plane,-registered-as-A4O-FB,-would-require-a-new-emergency-exit-door-in-2017-when-it-was-hit-by-stray-gunfire-which-pierced-the-an-emergency-exit-window. It-was-in-2018-that-the-airline’s-other-A320-200,-registered-A4O-FC,-received-the-new-livery. Mechanics,-supposedly-of-their-own-volition,-chose-to-paint-a-mask-reminiscent-to-those-found-on-new-A320neos-on-the-aircraft-while-repainting-it. Political-opposition-alleges-that-the-paint-feature-was-not-an-accident-but-rather-a-cheap-attempt-to-make-the-airline-appear-more-modern-perpetrated-by-management-hucksters.

 

The-pandemic-hit-Royal-Omani-just-as-hard-as-many-other-carriers,-but-the-Sultan-pushed-the-airline-to-continue-operations. The-death-of-Oman’s-Sultan-was-a-national-tragedy-that-struck-the-nation-in-the-midst-of-Covid. It-also-left-Royal-Omani-with-an-unsure-future. Whilst-the-airline-was-nominally-profitable-before-covid,-without-passengers,-it-lost-money-hand-over-fist. Thankfully,-the-new-Sultan-remained-committed-to-the-carrier. To-show-his-commitment-to-continued-interest-in-Royal-Omani-and-celebrate-relaxing-pandemic-border-restrictions,-he-greenlit-the-acquisition-of-a-used-A340-300-from-Australian-carrier-Nullarbor. The-new-aircraft-would-allow-for-the-increasingly-long-maintenance-stints-the-aging-A340-500-required-and-a-slight-expansion-of-the-airline’s-long-distance-network. This-leaves-the-airline-with-current-long-haul-routes-to-New-York-JFK,-London-Heathrow,-Hong-Kong,-Mumbai,-and-Bangkok-Suvarnabhumi. The-Sultan’s-appetite-for-supporting-the-airline-abated-as-economic-conditions-in-Oman-refused-to-improve. The-agreement-to-purchase-the-A340-could-not-be-voided,-but-further-costs-like-repainting-the-aircraft-could-be-curbed. Thus,-the-repainting-process-which-would-remove-the-aircraft’s-previous-Australian-identity-was-cancelled-partway-through-leaving-A4O-KG-in-a-half-finished-state-which-was-quickly,-and-rather-sloppily,-completed-in-key-sections-of-the-aircraft. It-was-only-with-the-purchase-of-the-343-that-the-L1011-was-officially-retired.

 

Today,-Royal-Omani-continues-its-steady-march-into-the-future. The-fleet,-particularly-the-A4O-CK-which-has-been-subjected-to-a-few-too-many-harsh-sandstorms,-shows-signs-of-neglect. The-airline’s-financial-situation-is-difficult-to-determine,-but-hardly-seems-steady. Notwithstanding,-given-the-airline’s-rocky-past,-it-seems-more-likely-than-not-that-Royal-Omani-will-continue-to-ply-the-skies-for-many-years-to-come.

 

Amazing how I communicated all of that information in only 116 words!

 

 



#10
airnations1

airnations1

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Group A | Almaha | Bahrain (BAH/OBBI)

 

- Placeholder Lore -

 

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Group B | Jazira | Dubai (DXB/OMDB)

 

- Placeholder Lore -

 

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#11
Rigel

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Group A | Air Levant | Damascus (DAM / OSDI)

 

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Air Levant (Arabic: طيران الشام) is the flag carrier of Syria. Founded in late 1945 as Air Levant, it wouldn't be until mid-1946 that the airline began operations. By this time, Syria had declared full independence from France, so to reflect this, the "Levant" name was dropped from the new carrier, and the airline began operating as Syrian Aviation, or Syravia. In 1994, amid easing tensions with the West, the airline opted to overhaul its brand, and a part of this was the return of the Air Levant name, which is still in use today.
 
The airline's logo is an abstracted wing of the Hawk of Quraish, a common symbol around the Arabic area, and featured on the Coat of Arms of Syria. This has been the basis of the airline's logo since its inception, however the current logo, introduced in 2006, has taken on a much more flowing design than the previous logo that had been in use since the 1970s.
 
 
Today, the airline operates an all-Airbus mainline fleet of 4 A320-200s, 3 A321-200s, 2 A340-300, as well as a single A340-500 ultra-long-range airliner. Starting life in 2004 with Nullarbor Australian Air Lines, the aircraft flew with the Australian airline for 12 years before being retired in 2016. From there, the aircraft was bought by an Iranian bank, which allowed for it to be leased to Air Levant. The aircraft, now registered YK-CUY, currently operates as the airline's flagship. The other three aircraft types were ordered in 1994 as part of a major renewal for the airline following the easing of Wetern relations with Syria.
In addition to the mainline fleet, Air Levant operates a small fleet of 2 Fokker 100s and 2 de Havilland Canada DHC-8-300s for use on regional services around Syria.
 
Due to sanctions imposed due to the Syrian Civil War in 2012, the airline is unable to purchase new-generation aircraft to replace its ageing fleet. The airline had expressed interest in the Airbus A350 back in 2009-2010 for a renewal of its long-haul fleet and to replace the A340s, however the sanctions blocked this from happening. Though Air Levant has claimed that the sanctions affecting the airline is "unfair" since they are "not participating in any misdeeds and safety is not jeopardised", the EU and US claim that the airline's operations "still act as support for the Syrian Government". Thus, the ageing fleet soldiers on, and likely will for many years to come.

 

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#12
DEBT

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Group C | Asma Air Cargo | Djibouti-Ambouli (JIB)

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Asma Air Cargo, formerly known as Agrolog Africa, would find its roots in 1992 as the blighted Djiboutian branch of French logistics carrier Agrolog. Following years of controversy surrounding the airline over a lack of locals on staff, wage theft, and discrimination, the airline would begin to wane especially in the wake of the global economic crisis in 2008, and faced with whether or not to keep around the now growing money pit that was Agrolog Africa, it was decided to transfer all but 2 737-400F's, J2-AXA and J2-AXO, back into Agrolog proper. Agrolog would eventually divest itself of its African branch come 2009, with it now being headed by previous chief executive Asma Abdoulkarim.

 

Renamed to Asma Air Cargo, the airline would drag on throughout the rest of the early 2000's at a slower pace than anticipated, eventually leading to the airline to cut corners on maintenance and other spots. This would eventually lead to an incident involving J2-AXA. Upon arrival to Djibouti-Ambouli on the afternoon of July 31, 2015, J2-AXA's nose gear would fail to deploy completely. This would lead to a nasty landing resulting in extensive damage to the underbelly of the aircraft and systems in the front of the aircraft. The airframe would ultimately be written off, with it still sitting on bricks in a far corner of the airport grounds, now sunbaked, sand-blasted, and peeling. Another 737-400F would be purchased from Agrolog in early 2017 in order to replace the role of J2-AXA in the fleet.

 

Asma Air Cargo would surprisingly catch its lucky break during the COvid-19 pandemic, with the airline becoming the primary carrier of PPE equipment and later vaccines into the horn of Africa region. In order to accommodate for increased demand during this time for the airline's services, Asma would lease one 737-400F from Swiss-based CHXpress to supplement its fleet. It is expected that Asma's growth will continue into the 2020's, making a somewhat happy ending for an airline with a speckled past.

 

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Group B | Hormuz Airline | Sharjah Intl (SHJ)

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h6VpLwn.pngHormuz Airline in an Emirati low cost carrier based out of the SAIF Zone at Sharjah International Airport. Founded in 2005 as a subsidiary of the mysterious Mirza Trading Co owned by Iranian born Koorush Mirza, the airline operates only two routes daily: a flight from Sharjah to Qeshm in the morning, a flight back by midday, followed by a flight from Sharjah to Tehran in the mid afternoon and the eventual flight back to Sharjah by the end of the evening.

 

Operating only a single airframe, A6-FMJ, and offering suspiciously low fares, the airline seems almost useless from an outside perspective with its only observable purpose being to bypass sanctions against Iran's civil aviation market. It has been rumored that the airline is merely a front for moving aircraft parts on the final leg to Iran from markets in Indonesia, Singapore, and other Southeast Asian countries. Koorush Mirza and his Emirati airline have yet to fall under the watchful eyes of the US Government though, begging the question of whether or not something suspicious is really going on.

 

Mirza has stated in recent communications that he plans on expanding the airline to more destinations in the Arabian Peninsula in coming years, and that the airline has now purchased 2 717-200 units from a yet-to-be-announced party. The later claim has yet to be proven though, with general consensus being that it was simply over-exaggeration to please Mirza Trading's few investors.

 

Group A | Alhana طيران الهناء | Socotra (SCT)

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Alhana (Arabic: طيران الهناء) is the unofficial flag carrier of Socotra. Founded in 2018 by Emirati businessman Imran Baksh, the airline's founding purpose was to help connect the growing market of Socotra with the UAE. Utilizing a fleet of 3 Embraer 175's, Alhana serves a total of 8 destinations at varying frequencies: Dubai, Abu Dhabi, Aden, Cairo, Doha, Sana'a, Seiyun, and Addis Ababa. Sporting a striking pink dominated livery, the airline's distinctive pink palette pays homage to the unique endemic Socotra Desert Rose. Although hindered by the global COVID-19 pandemic, Alhana has made major pushes with the help of tourist group Welcome to Socotra in order to promote tourism to the region. Alhana has plans to expand further into the gulf market with hopes to reach both European and Indian markets by the end of the decade, along with current orders for 2+5 Airbus A319neos.



#13
macg

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Founded in 1967 as Trans-Egyptian International Airways, it started as a way to connect Egypt to the world, and as a way to bring tourists and travelers to this ancient land to showcase its' history and culture. It started out with a fleet of 3 Ilyushin IL-18, and 2 Tupolev 114 turboprop airliners. These aircraft lasted with Egyptian for many years, with the last of these being an IL18 registered SU-CAB, being retired and later scrapped in 1986. The rest of the fleet includes a mix of Airbus and Boeing fleets, as long as a few more soviet jets.


While most serving the international airports of London, Lisbon, Johannesburg and New Delhi, and more regional African and Asian destinations such as Dubai, Casablanca and Addis Ababa. Egyptian serves over 250 different destinations around the world.

 

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Air Phoenix was founded as a subsidiary for Egyptian, a dip into the growing low-cost leisure market that was growing at the start of the 2000s. It was created in 2009 and was transferred 3 Boeing 737-400s from Egyptian. These original 3 aircraft grew to a fleet of nearly a hundred by the start of the 20s, peaking at 104 aircraft in 2021. The fleet is quite simple, only including 78 Boeing 737-800s, and 23 Boeing 737 MAX-200s, along with 3 Boeing 737-400s. 

 

Air Phoenix serves mainly European destinations, as a way for travelers to connect to Egypt. Its' top destinations are London Gatwick, Milan, and Copenhagen. All Phoenix aircraft have an Economy + Premium configuration, with certain amenities for purchase. In flight entertainment is not provided on Air Phoenix, but power and WIFI are available. 

 


#14
kcinh

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Group A | Nahyan Airways | Abu Dhabi (AUH)



#15
maus

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Group B | Name TBD | Khartoum International Airport (KRT)

Group C | White Sand Cargo | Port Sudan New International Airport (PZU)



#16
J.C

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Group B | Blue. | Bahrain International Airport (BAH)

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Founded in 1998 as Blue Air Bahrain, Blue. operated as a no frills low cost carrier for the first decade and a half of its existence, mainly focusing on routes around the Middle East and a few routes in Europe. Since 2015, the airline has been rebranded as a premium low cost carrier, bringing The Heart of Bahrain all around the globe, with a fleet of modern Airbus jets that operate to Middle East, Europe, Africa, and Asia. The airline's striking dark grey livery makes it stand out from the traditional white liveries from Middle Eastern airlines. Working with Airbus, the airline developed a special light-weight paint that is more resistant to heat and does not absorb as much heat as traditional dark colored paints do. This allows the airline to maintain a fleet of dark grey Airbus jets in the extreme heat conditions of the Bahrain.

 

When the airline was founded, Blue. operated 2 used McDonnell-Douglas MD-82 jets, which were joined by 3 used Boeing 737-400 jets in the early 2000s. The airline announced an order for 10 Airbus A320 jets and 5 Airbus A321 jets in 2007, with those being delivered between 2009 and 2013, replacing the aging MD-82s and Boeing 737-400s. The Airbus A220 joined the fleet in 2017 as the airline's new short and medium haul backbone, currently operating a fleet of 10. In 2015, as part of the rebranding, Blue. started operating long haul flights to Europe and Asia. The airline acquired 2 used Airbus A330-300s, both once operated by China's Yangtze Airlines. While one aircraft, A9C-PW, was repainted into the airline's new colors before operating any flights, A9C-PJ operated in a weird hybrid livery for months before finally being repainted into the "Further, Faster, Better." special livery, marketing the airline's new Airbus A330 fleet.

 

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Airbus A220-300 (A9C-YC)
 

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Airbus A321 (A9C-AB)

 

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Airbus A330-300 (A9C-PJ, "Further, Faster, Better" Special Livery)



#17
Boeing 707

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#18
Makka

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Group A | Jazira Airways | Bahrain International Airport (BAH/OBBI)

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#19
airplano21

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Group A | Air Kuwait | Kuwait City (KWI)


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Group C | Beirut Global Cargo | BEI
BGC.pngBGC is a logistics and transport group based in Beirut, Lebanon. They began operations in late 2010, acquiring older airplanes for very very cheap. Their current fleet consists of 20 A310 F, 10 A300F, 40 MD11F, and 37 727F aircraft. Ever since the airline's foundation they have been under fire for seedy business practices. Most recently the airline is undergoing a lawsuit for stealing ULDs from Himmelbahn Cargo in Frankfurt. The support crew stationed there allegedly took 25 AAD units from the airline and when the aircraft reached Beirut, attempted to remove the Himmelbahn stickers and branding. The reason the airline would even need to steal these containers in the first place, is because the airline used almost its entire budget on buying airplanes and repainting them with this livery displayed. Almost all cargo taken on BGC is on pallets and in nets. The evidence supporting the notion that this theft took place is a large gouge along the inside of the MD-11 that performed the flight that lines up perfectly with the top edge of the AAD units, created by both inexperience from the crew in handling any ULDs, and the haste in which the aircraft was loaded in order to evade detection.


The airline has a laundry list of other issues. Pilots were found to be working 16 hour workdays with a single meal break allotted; Loading crews were found to be using a series of ladders stacked on top of each other to access aircraft doors; airline supervising staff were skimming high value items from shipments; Ground crews were caught by airport staffs globally to be using their cellular devices to play games on the ramp; One incident where a 727 showed up in Addis Ababa with the cargo door covered in blood, and a severed torso discovered 130 miles south of the Beirut airport (the body was later identified to be a ramp agent and the top half was never found. All leads to how this may have occurred have since gone cold); Several A300 and A310 aircraft had undergone between 6 to 9 tail strikes before being put into a maintenance hangar; Shipping manifests were not adequately translated from arabic in order to hide illicit items not allowed in the destination country; At least two instances where a pilot of an A300 was unable to use the lavatory in flight due to cargo blocking it, and thus landed at an active military base, one Egyptian one British, and then proceeded to exit the airplane using the emergency rope to urinate while still on the runway; A flight plan found that begins at King Hussein Airport near the Israeli-Jordanian border and several U.S. cities with large Jewish populations and was found after a series of synagogue bombings by Hamas operatives; 7 of the 727s purchased were from an unknown seller in Colombia, suspected to be a part of the network ANC used to smuggle cocaine into the US (The airline is being uncooperative with investigators about the origin of those aircrafts); Being uncooperative with authorities about a series of flights to Nigeria in 2012 that coincided with an increase in activity of Boko Haram smuggling activities; an incident in 2015 that involved an MD11 going missing and reported as "crashed," only for the aircraft to turn up 10 months later in Bangladesh after the insurance money was collected and spent; the airline was allegedly using an orphanage donation and booster program as a front for taking children from those orphanages to an undisclosed location in the U.S. Virgin Islands; and in 2020 during the start of the pandemic, the airline received 20,000 masks and PPE for 8000 hospital employees, but would only fly the materials back to Lebanon if the government sent the airline's executives $600,000 USD each. 


This particular aircraft was involved in a maintenance scandal. BGC operated MD-11s with both the CF6 and the PW4000. One MD11 equipped with PW engines needed to have the numbers 1 and 3 engines serviced. In order to put the airplane back into the rotation, the maintainers decided to swap engines with a nearby MD11. Only problem was the nearby MD11 was equipped with the CF6s. The maintainers tried and failed to replace just the engines. They then went to figure out a solution. The maintainers then proceeded to take the engine off by the wing pylon and were somehow able to complete the engine replacement. The aircraft was then grounded in Barcelona after EASA authorities noticed the mismatched engines. four months later, the aircraft was re-fitted with the correct wing engines.

Needless to say, it is a wonder how this airline is not only in business, but how the CEO is not in jail. 



#20
ginervra the 737 MAX 8

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Group A | Flycomoros | HAH (Moroni)
Flycomoros (F8/FCM) is the flag carrier of Comoros, and flies scheduled passenger, cargo, and charter operations. It was founded in 2001 with the goal of increasing travel to and from Comoros. It launched with 1 leased Cessna 208B Caravan (D6-ENF) and 1 leased 737-200(Adv) (D6-ZEE), flying from Moroni to Nairobi, Kenya (via Dar es Salaam, Tanzania, per legal requirements that all flights do so), and Ouani, also in the Comoros. Over the last 2 decades, its fleet has grown from 2 to 25, and its network now spans across 3 continents, flying as far as Paris and Mumbai, with the first intercontinental Flycomoros flight taking place in 2009, on a Boeing 767-200ER, D6-FCA, which flew to Paris' Charles De Gaulle airport. The airline created a cargo subsidiary in 2015, which flew milk run cargo flights between the islands, using Cessna 208B Super Cargomaster aircraft. In 2020, an Airbus A330-200 (D6-FCP) was converted to a preighter used for the airline's first ever long haul cargo flights, which seldom flies to Moroni anymore, as it has been contracted to transport cargo by GALANT due to delays involving their Boeing 767-300F fleet, due to conversion delays and difficulties securing aircraft. Flycomoros will be reconverting DC-FCP to a normal passenger aircraft in Q1 of 2023, when, later that year, the EU's laws banning preighters are due to take effect. The current Flycomoros fleet consists of the following:
-2 Airbus A330-200
-1 Boeing 737-300(QC)
-1 Boeing 737-700
-1 Boeing 737-800
-0 Boeing 737 MAX 7 (3 on order)
-2 Boeing 737 MAX 8 (1 on order)
-1 Boeing 737 MAX 9 (1 on order)

-0 Boeing 737 MAX 10 (1 on order)
-1 Boeing 767-200ER (decommissioned, on display at Moroni)

-3 Cessna C208B Grand Caravan

-2 Cessna C208B Super Cargo master

-3 DeHavilland DHC-6-300

-2 Viking Aircraft DHC-6-400

-6 Tecnam P2012 Traveller (4 on order)

Flycomoros is also eyeing eVTOL aircraft for sightseeing tours, but they have yet to place an order. 

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Group B | Rihla (Airlines) | MED (Medina)
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Rihla (officially registered as Rihla Aviation Company) is a Saudi LCC which was founded to bring low cost air service on domestic routes, with a focus on underserved ones. It was founded in 2019, by a group of people, which consisted of a mix of entrepreneurs, investors, and airline executives, some of whom had retried from previous jobs with various world-renowned airlines. In February of 2021, in the middle of the COVID-19 pandemic, Rihla recieved their AOC. By March 6, Rihla flew their inaugural passenger service, connecting Medina and Wadi ad Dawasir on one of three 737-800s that they had acquired secondhand at the time, HZ-JOA (shown). After a little over a year since the commencement of operations, in 2022, Rihla has a fleet of ten, and is expanding. CEO Ajman Al Badhe has announced intent to expand into foreign markets "before 2030.", as stated at a press conference. Such markets could include India, Sudan, Egypt, Tanzania, Kenya, Pakistan, Turkey, and "potentially even Europe, although that will come after some of the more culturally and geographically direct markets that we see demand for." He went on saying that, "...of course, before we do that we'll need some more aeroplanes. It is to be determined where and how we will get these aeroplanes, and what type they will be." It should be noted that Rihla is in search of second hand Boeing 737NG family aircraft, specifically 737-800s and -700s. Al Badhe confided that Rihla is also eyeing the Boeing 737 MAX with interest, and it is unknown what types Rihla would order. 
Group C | TBD | TBD






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