DC-10 and Tristar
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Apart from the five former British Airtours Tristars that were initially transferred to Caledonian Airways in 1997 they operated a total of 19 during the airlines existence a lot of them were leased from several airlines as well as those transferred from British Airways although the list is a bit long to add right now.
Caledonian operated upto six DC10-30 during it's existence although not all of them were in service with the airline at the same time.
G-NIUK in service with Caledonian from 09.09.94 to 02.02.97 (to British Airways as G-NIUK)
G-BWIN in service with Caledonian from 21.11.1995 to 19.07.1996 (to Laker as N831LA)
OO-LRM in service with Caledonian from 28.05.1997 to 01.05.1998 (to Challenge Air as OO-LRM)
G-BHDH in service with Caledonian from 06.04.1993 to 31.10.1995 (to British Airways as G-BHDH)
G-LYON in service with Caledonian from 11.03.1998 to 27.03.2000 (to JMC as G-LYON)
G-GOKT in service with Caledonian from 02.05.1996 to 27.03.2000 (to JMC as G-GOKT)
Caledonian operated upto six DC10-30 during it's existence although not all of them were in service with the airline at the same time.
G-NIUK in service with Caledonian from 09.09.94 to 02.02.97 (to British Airways as G-NIUK)
G-BWIN in service with Caledonian from 21.11.1995 to 19.07.1996 (to Laker as N831LA)
OO-LRM in service with Caledonian from 28.05.1997 to 01.05.1998 (to Challenge Air as OO-LRM)
G-BHDH in service with Caledonian from 06.04.1993 to 31.10.1995 (to British Airways as G-BHDH)
G-LYON in service with Caledonian from 11.03.1998 to 27.03.2000 (to JMC as G-LYON)
G-GOKT in service with Caledonian from 02.05.1996 to 27.03.2000 (to JMC as G-GOKT)
Last edited by canberra97; 22nd Dec 2017 at 01:46.
Broadly speaking, at Caledonian (when owned by BA) the Tristars were used short haul to the Mediterranean, on traditional Airtours operations, and the DC-10s were used on long haul holiday flights, principally to Florida and the Caribbean. It varied each season but this was the general trend. Mostly both fleets operated from Gatwick, with minor departures from elsewhere. As had been longstanding with the Airtours/Caledonian holiday flight operations, standing in for main line operations from Heathrow in the off season was part of the way of keeping winter utilisation up.
Likewise the mainline BA Tristars operated from Heathrow and the DC-10s, after being absorbed from B. Cal, from Gatwick, although there were odd exceptions for short intervals both ways.
Likewise the mainline BA Tristars operated from Heathrow and the DC-10s, after being absorbed from B. Cal, from Gatwick, although there were odd exceptions for short intervals both ways.
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MDC model, 1976
CP Air had also been interested in the RB.211 engine and MDC reckoned that BCal would have changed to it but the company dropped the 30R project when they lost BA as a launch customer.
Conversely Lockheed had tried to tempt BCal to wait for TriStar 500 by offering a cheap multi-year lease of the long-body variant but that would have required an interim refuelling stop to reach Rio, which the airline felt to be uncompetitive. So they went for the DC-10, initially for three with the CF6 whilst MDC worked on the 30R ( with the prospect of an engine swap later ) and then a second tranche with the CF6 once the 30R was no longer available.
Interestingly BCal were also tempted by the 747SP which would have made an interesting addition to the BA fleet...
CP Air had also been interested in the RB.211 engine and MDC reckoned that BCal would have changed to it but the company dropped the 30R project when they lost BA as a launch customer.
Conversely Lockheed had tried to tempt BCal to wait for TriStar 500 by offering a cheap multi-year lease of the long-body variant but that would have required an interim refuelling stop to reach Rio, which the airline felt to be uncompetitive. So they went for the DC-10, initially for three with the CF6 whilst MDC worked on the 30R ( with the prospect of an engine swap later ) and then a second tranche with the CF6 once the 30R was no longer available.
Interestingly BCal were also tempted by the 747SP which would have made an interesting addition to the BA fleet...
Last edited by El Bunto; 22nd Dec 2017 at 16:20.
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There was also a winterflight using the 10 from LGW-Faro, a great favourite for staff travel as a seat always guaranteed. We used them from LHR to a couple of West African destinations because the cargo uplift was superior to that of th 1011.
I was driving thru’ Cantley, near Doncaster, yesterday and saw what looked like a DC10 painted all white landing at DSA
Does it belong to the Canadian freighter company ? Anyone know?
Does it belong to the Canadian freighter company ? Anyone know?
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A quick google search will bring up a BBC news article.
Both KLM and Swissair scheduled these, and Iberia seemed a regular as well. They had previously done the same with DC-8s.
Gnome de PPRuNe
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Edit: I see they actually had six, from a variety of sources. The original 9G-ANA was scrapped, 9G-ANB is the restaurant, was originally with Thai.
The only DC-10 I flew in (twice) was Air Florida's N1035F, good to see it's still flying with FedEx.
Anilv
