Liechtenstein?

Can't use that country as your answer. Liechtenstein doesn't have its own airport.

Group 2 | Iluna | IATA: IL | ICAO: ILU | Callsign: ILUNA | HQ - Honolulu, HI (HNL)

Iluna Aviation Inc., operating as Iluna, is an American low-cost carrier (LCC) based at Daniel K. Inouye International Airport in Honolulu, Hawaii. Its origins trace back to 2005 when Lion Coffee founder James Delano proposed a new carrier under the name FlyHawaii Airlines, which would have operated low-fare inter-island services within Hawaii but shut down before it could commence operations. After a new group of investors led by former Sun Country Airlines CEO Zarir Erani acquired FlyHawaii's air operator's certificate (AOC) in 2019, the succeeding company known as Iluna would be born. The name "Iluna" is derived from the Hawaiian words i luna meaning "upward", and the airline's logo is a nene, which is Hawaii's state bird.

Iluna originally planned to commence operations in the second quarter of 2020, but the onslaught of the COVID-19 pandemic forced the airline to delay its debut until September 13, 2021, when its first flight from Honolulu to Kahului was launched; its maiden flight was operated by an ex-Air New Zealand ATR 72-500. The airline also seeks a future expansion of its operations to the western continental U.S. in mid-2022 to 2023. Flights to the U.S. mainland would be operated with extended-range Airbus A321LR aircraft, while inter-island flights would be flown by lower-range Airbus A320 and ATR 72 aircraft.

Current fleet as of October 2021: 2x ATR 72 (both ex-Air NZ aircraft; former regs ZK-MCJ and ZK-MCU)

Category A | Germany

Berlinex France (1988-1994)

IATA: BX | ICAO: BEX | Callsign: BERLINEX

 

 

 

Berlinex (short for Berlin Express) was a short-lived joint venture between CAF French Airlines and West German flag carrier Lufthansa, operating scheduled domestic routes from Berlin Tegel Airport to various cities in mainland West Germany from 1988 until 1994.

 

Berlin before Berlinex

 

Although Berlinex technically operated as a German domestic airline, it was headquartered in Paris, France; this type of operational arrangement was necessary as only American, British, and French carriers were legally allowed to fly to West Berlin's Tegel and Tempelhof Airports prior to German reunification in late 1989. CAF has had a long history at West Berlin, and operated its first Paris Orly-Berlin Tegel flight on 2 January 1960 with a stopover in Frankfurt. From here, the airline would begin flying regular once-weekly services to and from Tegel, which until then was used only for military purposes. A second weekly flight would launch in 1977, though this time all flights would stop over in Düsseldorf instead of Frankfurt.

 

Passenger traffic on internal West German routes to and from West Berlin would experience a decline throughout the late 1960s and 1970s, prompting CAF to abandon this market in 1969. From this point on the airline's presence at Tegel Airport was truncated to operating just one or two daily flights to Paris, a move that would leave CAF at a competitive disadvantage compared to its stronger rivals British European Airways (later British Airways) and Pan American World Airways (Pan Am). The perceived lack of competition in a growing market coupled with criticism of Pan Am's internal German operations, as well as the desire to establish a bridgehead in Europe in anticipation of European air transport liberalisation, resulted in other US-based carriers expressing an interest in breaking the long-standing BA/Pan Am internal German duopoly in West Berlin, with American Airlines, Continental Airlines, Delta Air Lines, and Trans World Airlines (TWA) proceeding to apply to be licensed to begin operating scheduled internal German services from West Berlin. This in turn provided the impetus for CAF to partner with Lufthansa to secure a share of this expanding and potentially lucrative market for themselves.

 

The Berlinex years

 

The only way for CAF and Lufthansa to compete successfully in the West Berlin market was by establishing a subsidiary with substantially lower operating costs than those of the incumbent airlines, thus paving the way for the formation of Berlinex (France). CAF would own a 51% share of the newly formed subsidiary while Lufthansa would own the remaining 49%. CAF's majority stake in Berlinex would make the airline a legal French entity, which in turn would enable it to conduct commercial operations in West Berlin. To make the newly formed airline cost-competitive with incumbents BA and Pan Am, Luton-based UK independent Monarch Airlines and its sister company Monarch Aircraft Engineering were contracted to provide all aircraft and flightdeck crew as well as the aircraft's maintenance support under a wet lease arrangement. All functions other than employing and managing local flight attendants, as well as the operational management of the airline, would be outsourced.

 

Operations commenced on 7 November 1988 with four Boeing 737-300s leased from Monarch, operating high-frequency shuttle services from Berlin Tegel to Cologne/Bonn, Frankfurt, Munich, and Stuttgart. For the 1989 summer timetable, a fifth 737-300 was leased from Monarch to increase weekday frequencies on the existing four routes, as well as to allow for the launch of new services to Düsseldorf and Hamburg. Berlinex would also enter the short- to medium-haul charter market from West Berlin to help it maintain a high aircraft utilisation on weekends when frequencies on its scheduled route network were reduced.

 

By 1990, Berlinex's fleet had expanded to seven leased Boeing 737-300s with the addition of three more airframes leased from CAF. This helped Berlinex firmly establish itself as the third-largest airline operator at Berlin Tegel—a position previously held by UK-based carrier Dan-Air Services. At this point, Berlinex made a name for itself in the Berlin air transport market and acquired a loyal customer following as a result of its high-quality in-flight service modelled after CAF. This, as well as its low-cost base, helped make the airline profitable within a relatively short period of time with an average scheduled load factor of 60%.

 

Following German reunification on 3 October 1990, CAF reduced its stake in Berlinex by 1%, while Lufthansa increased its stake by the same amount. This resulted in both airlines becoming equal owners of Berlinex and also resulted in the airline dropping the "France" suffix from its name, including its physical removal from aircraft fuselage titles. German reunification would forever change Berlinex's strategic role for Lufthansa in the Berlin market, with the German flag carrier subcontracting it to operate some of its own internal German services from Tegel for a limited period; Lufthansa would gradually replace Berlinex's aircraft and employees with its own planes and staff over the next several months. This was part of Lufthansa's contemporary corporate strategy to re-establish its presence in Berlin as quickly as possible after a politically enforced absence of 45 years, and as a consequence of its new strategy for the Berlin market, Berlinex's presence gradually diminished from Germany's skies.

 

Berlinex was finally shut down in December 1994, resulting in the return of its remaining three 737-300s to Monarch Airlines.

 

Corporate identity

 

Berlinex's logo consisted of an abstractly styled "BX" initialism (referencing the airline's IATA code) combining CAF's red and blue with Lufthansa's yellow in the form of a chevron pointing west (referencing West Germany). The logo was prominently displayed on the tailfins and engine cowlings of Berlinex's livery, which sported a distinctive dark blue body with a thick red cheatline, white underside, and the airline name in white semibold text above the windows.

 

Category B | Switzerland

CHXpress (2000-present)

IATA: 6S | ICAO: CHX | Callsign: CHX

 

 

 

CHXpress AG/S.A. is Switzerland's first and only all-cargo airline, first established in 2000 as a joint venture between Swiss Post and the Mediterranean Shipping Company (MSC), both of whom still remain as the airline's two owners. Swiss Post owns a 51% stake in the airline while the remaining 49% is controlled by MSC. CHXpress operates cargo flights to 60 international destinations from its bases at EuroAirport Basel-Mulhouse-Freiburg, Geneva Airport, and Zurich Airport, with the third serving as its largest operating base.

 

Overview

 

As the sole cargo-only operator in Switzerland, CHXpress serves as an important asset for the local aviation industry, providing Swiss Post with a beneficial revenue stream generated from the transport of air freight into and out of the country. The airline's establishment also provided MSC, a well-known international shipping line and cruise operator, its own opportunity to tap into this lucrative industry. Initially commencing operations with a pair of Boeing 767-200F aircraft flying intra-European routes, CHXpress has progressively expanded its air cargo network to key destinations in Africa, Asia, the Middle East, and the Americas over the course of its lifetime. Today it ranks as the second-largest all-cargo carrier in Europe after Luxembourg's Cargolux, operating a fleet of six Airbus A330-200F, two Boeing 737-400F, and six Boeing 777F aircraft.

 

Corporate identity

 

The name CHXpress is a portmanteau of Switzerland's universal CH initialism (derived from the country's Latin name Confoederatio Helvetica for "Swiss Confederation") and the word Express. The logo is a stylised rendition of the iconic Swiss cross in the form of an open box with the "CHX" wordmark in the middle. The livery is characterised by prominent usage of red, yellow, and black—a colour scheme derived from its founding owners MSC and Swiss Post. Red is derived from Swiss Post's cross logo, whereas yellow and black form a commonly shared colour scheme by both parent companies.

Hi, I am returning to livery design after a long hiatus....may I ask where you got the template for the phone to create the app screen?

I'll PM you

Please quit it with the spamming. We're not children.

This entirely. Codeshares, maintenance budgets, scheduling - all of it. We need it. Low maintenance budgets could result in fines or even hull losses, which would have a detrimental impact on reputation and pax numbers. I'm in support of all of this.

Being someone who's also based in NYC, I suggest you try Vaughn College and see if that school suits you. Call them if you want more info about their course offerings.

Believe it or not, those aren't bots. The Emperor basically spends hours a day routing planes in order to expand his spamlines.

It's annoying, yes, but at that point you'll just be better off playing in another world.

This...THIS is one reason why I never operate airlines in the US in any world, apart from its already existential popularity with spamlines.

Daehan Air | South Korea

IATA: DH | ICAO: DHA | Callsign: DAEHAN AIR

 

 

 

 

 

 

Daehan Air Co., Ltd. (Korean: 대한항공), formerly known as Daehan Airlines, is the flag carrier of South Korea and the country's largest airline by fleet size and number of destinations served. Though the present-day company was first established in 1962 as a state-owned entity, its origins date back to 1946 when it operated as a private company flying domestic and regional Asian services under the name Korea Civil Aviation (KCA). After its acquisition by the Hyundai Group in 1969, the company underwent a period of rapid expansion that propelled it to becoming one of most dominant airlines in the region, an attribute fuelled in part by South Korea's massive economic expansion between the 1970s and 1990s. Together with its freighter division Daehan Cargo, Daehan Air now serves a total of 139 destinations in 44 countries with most flights originating from its primary hub at Seoul's Incheon International Airport.

 

Fleet as of May 2021

 

Passenger fleet: 10x Airbus A220-300, 30x Airbus A321neo*, 8x Airbus A330-200, 22x Airbus A330-300,10x Airbus A380-800, 4x Boeing 737-800, 12x Boeing 737-900, 6x Boeing 737-900ER, 30x Boeing 737 MAX 8, 9x Boeing 747-8I, 12x Boeing 777-200ER, 26x Boeing 777-300ER, 10x Boeing 787-9 (+10 orders), 20x Boeing 787-10*

 

Cargo fleet: 4x Boeing 747-400ERF, 7x Boeing 747-8F, 12x Boeing 777F

 

*future aircraft orders

RoyalJordanian

Cyprus Airways

Transavia

Southwest

Aer Arann

China Airlines

Saudia

Play

did you make it a hub? or is it a base of operations you haven't declared a hub? FYI the blue means connecting pax.

Yes, it is indeed a proper hub and I get plenty of connecting pax on other routes.

you could do this but as AE doesn't allow for ferry buses the only way would be what you said. but there is a way to get "connection demand" where all the routes your airline flies are connected and people flying there would get to their destination. (for example say the airport has 200 Y demand daily. but your plane seats 300 Y, instead of lowering the flight frequencies to 5x weekly, you set it at 7x weekly, and the connection demand fills it in. flying a 55 mile flight would lose you money so I'd advise against it but hey that's just me

P.S. doing what @rubberduckgaming said is a easy way of making money but it can get annoying for other players. so I'd advise against it. (except in R& where the "emperor" plays)

In R-Alpha I have a route from CDG to PPT that has too few pax to sustain more than one weekly nonstop flight on a B747SP and it only makes just over $500 in DOP after drastically lowering F and Y class prices. No connecting pax on this route at all despite CDG being a major hub for my airline.

I know this is irrelevant to the topic but I have no clue why I can't fly from French Polynesia to a third country if it's part of France. Same with New Caledonia and French Guiana.

1978 CAF Concorde magazine advert, US market

Firstly, remember to include the smaller details. Just a name, logo and livery design won't cut it. At the very, very least, you need a registration and flag, because without those, we have no idea where your airline is from. Also things like coloured door frames, specific aircraft name, aircraft model, belly text, that kind of thing.

Take inspiration from other liveries, both in real life and on AE. Don't directly copy what's been done before, but use those liveries as an inspiration to make your own idea.

For making shapes that aren't the traditional circle, square, etc., I'd recommend using the pen tool. It might take some time to get used to it, but once you know what you're doing, it becomes really easy, and it'll improve livery quality ten-fold versus just using the shape tool. If you need help or advice on how to use it, DM me, I'd be happy to help.

And finally, the most important point, not just for you, but for all new livery designers: Take your time. Don't just spend a few hours on a livery, get it done, say "ehh... Good enough", and upload it. Take days, if not weeks, to make, develop, refine and perfect your livery. Trust me, the reward will be immense. The best and most-loved brands you see here on AE are the results of many months of trial and error, development, failed concepts and refinement.

As before, DM me if you need any further advice or help. Hope this helps!

This would indeed help me a lot as a designer. Though I already have ten brands in my portfolio that involved lots of time and effort to develop, I must admit I still don't consider myself one of AE's elite designers...

A330-800neo. Cheaper alternative to a 787 or A350 and ideal for long-haul routes with low to moderate demand.

It seems like here on AE there's a trend toward emphasizing more elements on a livery as better, so I'm puzzled as to why minimalism tends to get a bad rap. In the real world there are a handful of airlines that have gone the other way when it comes to defining their identities, encouraging a "less is more" approach even if some people may disagree with that idea.

If minimalism can work in real life with good execution, why can't it work on AE?

Group A | Oman Airways | Muscat International Airport (MCT)

IATA: WY | ICAO: OMA | Callsign: OMAN AIR

Oman Airways (Arabic: الخطوط الجوية العمانية) is Oman's state-owned national airline, headquartered on the grounds of Muscat International Airport in the nearby coastal city of Seeb which also serves as its primary hub. It operates a network spanning 50 destinations in 27 countries across eastern Africa, Asia, Europe, and the Middle East.

History: Oman Airways was first established in March 1993 with a wet-leased Boeing 737-300 from Ansett Worldwide Aviation Services (AWAS) operating flights between Muscat and Salalah, with international flights to Dubai being launched in July that same year. Flights to more Middle Eastern and South Asian cities quickly followed thereafter, and by the early 2000s the airline already developed a sizeable regional route network covering a good number of key destinations. Further international growth continued throughout the next two decades, reaching a peak before the COVID-19 pandemic crippled the global aviation industry and forced the airline to shelve future expansion plans. In spite of this seatback, Oman Airways has remained committed to maintaining high standards of passenger service and comfort both domestically and internationally, given its role as a brand ambassador representing Omani hospitality around the world.

Logo: Oman Airways' logo is an osprey, a native coastal bird familiar to many Omanis. It has gone through two iterations, with the current one being introduced as part of a rebranding during the 2008-2009 period—when the airline first ventured into the international long-haul market.

Fleet as of January 2020

4x Airbus A330-200

6x Airbus A330-300

15x Boeing 737-800

5x Boeing 737-900ER

5x Boeing 737 MAX 8 (+15 future orders)

2x Boeing 787-8

7x Boeing 787-9 (+6 future orders)

Old logo and livery, in use from 1993 until 2008

Current logo and livery, in use from 2008 to date

The Q400 has gained a bad reputation in some countries, but proved a reliable workhorse for many carriers and has often just become a victim to newer crews and questionable maintenance due to it's target market. It's a good regional aircraft and can easily form the backbone of a solid regional carrier with the right management.

Hence why SAS chose to retire their fleet of Q400s roughly a decade ago.