Amtran

Found a few easy to miss mistakes in the AE database regarding the Fokker F-50.  The first one is the sort where the "first flight" year is used instead of the entry into (scheduled) airline service year (1985, when it should be 1987, source: airliners.net).  In addition, the last airframe is listed as being delivered in 1997, when the AE database ends production in 1996 (when Fokker went out of business, so 1996 may be the right year, not sure what AE's policy on last order vs. last delivery year is).
 
This last change is a bit more complicated: the AE database lists the sole engine option as being the PW124B, which, according to my (admittedly fairly quick) research, was never used on the F-50.  From what I could find, the F-50 had the option of having either the PW125B (2500shp; see previous airliner.net link), or the uprated PW127B (2700shp; used on military versions mostly, but I have found proof of at least one scheduled passenger operator with PW127B-engined F-50s).  Couldn't find complete performance charts for the PW127B-powered F-50s, but this Fokker brochure includes a basic one for the PW125B-powered model, and limited data on the PW127B-powered models.

I've found multiple sources that say that the 737NG models didn't have winglets as an option at launch; the -700 and -800 had them offered starting in 2001, most of them were retrofitted with the winglets around the same time. No one ordered the -600 with winglets (WestJet almost did), and though I can't confirm it now, I believe that some base model -900s had them retrofitted on after the -900ER launch. Also, while we're at it, the first -900 entered service in 2001, not 2000.

737-700, 737-800, 737-900, 737-BBJ - available now. Deliveries began May 2001.

http://www.b737.org....ductionWinglets
 

German airline Hapag-Lloyd has become the first carrier in the world to fly a Boeing Next-Generation 737-800 with advanced-technology winglets. Winglets are designed to decrease fuel consumption, noise and emissions, and boost performance.

http://boeing.mediar...ff-Its-Winglets

I was doing some reading into the DC-8 recently, and I noticed some discrepancies between some of the Super 60s launch dates. The -61 is currently listed as launching in 1962 in the database, but the program wasn't announced until 1965. According to the airliners.net page on the DC-8-60 series, and the Flight International archives, the -61 and -62 started delivery in 1967, followed by the -63 in 1968.
 
As far as their range goes, I also looked at Boeing's Airport Compatibility documents on the DC-8, and in the performance charts, it seems that according to the manufacturer (or at least the manufacturer's successor), the ranges at MTOW differ somewhat from what AE has now (Notes: The charts require some interpolation, and the -50 as shown in the charts is the -55, the model with the highest MTOW).

In summary: the -50 has too much range, and the -60s series aircraft have too little range, with the -62 actually having more range than the -50.
 
A comparison:
-50: AE: 5653 nm / Actual MTOW range: ~3900 nm / 189 pax and baggage: ~4600 nm / a.net: 4970 nm
-61: AE: 2763 nm / Actual MTOW range: ~2500 nm / 259 pax and baggage: ~3200 nm / a.net: 3256 nm
-62: AE: 3754 nm / Actual MTOW range: ~4500 nm / 189 pax and baggage: ~5200 nm / a.net: 5210 nm
-63: AE: 3647 nm / Actual MTOW range: ~3300 nm / 259 pax and baggage: ~4000 nm / a.net: 3907 nm
 
Sources:
DC-8-50 airliners.net page
DC-8-60 Series airliner.net page
DC-8 Boeing ACAPS PDF, Aircraft Performance section starts on page 45

The NAMC YS-11 start year is listed in-game as being 1962, but the first production model was certified in August 1964, and entered service in April 1965. Source: http://www.airliners...ats.main?id=287

I recall we had this problem with SJU/Puerto Rico awhile back, until Ross brought it up. US-based carriers can't fly international routes out of the aptly-named territory of American Samoa.