rockon tommy:
As 411A aptly puts it, if the day of the DC-10 is over why do you imagine that Fedex operates more than 100 of them and intends to for quite a while yet? Don't try to go the US with Northwest from the UK either unless you want to sit in the back of one.
brit bus driver:
I presume that the modified RAF -500s are operating to MOS (Military Operating Standards) at the higher weights and not to Performance 'A'?
Hellcopter:
So you can't get 380 punters in an L1011-500. I am confused for 411A doesn't reckon you can get 360 in either. Has anyone out there flown a -500 with 360 in the back?
In any event, the figures still don't add up. I have resorted to an old copy of Jane's and this gives the following:
L1011-500 MTOW 231.3T
MZFW 153.3T (Max Payload 42.0T)
This leaves 78.0T available for fuel.
DC-10-30 MTOW 263.0T
MZFW 169.5T (Max payload 48.0T)
This leaves 93.5T available for fuel.
Using the RAF figures we have:
MTOW 245.0T
MZFW 159.0T
This leaves 86.0T available for fuel.
So, it seems to me that by sawing 4.11m off of the fuselage they arrived at an aircraft with a similar range with a 6T reduction in payload. That is probably why Fedex are not operating a fleet of L1011-500s but, after all, what do they know about shifting freight?