L1011-200f
Join Date: Feb 2001
Location: Europe
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Aeroflot is going to replace their DC10-40Fs with MD11Fs...
mig21bis: what kind of sectors you are looking to operate? A300F (excl -600) is a niche aircraft. These days there are only two sorts of operators left on the market with this type: integrators and Turkish. Even if you can achieve Turkish marks then it is still reasonable to go for wetlease from them - it gives you much more flexibility. In real world no one will operate aircraft on their own just for the sake of being "the operator".
mig21bis: what kind of sectors you are looking to operate? A300F (excl -600) is a niche aircraft. These days there are only two sorts of operators left on the market with this type: integrators and Turkish. Even if you can achieve Turkish marks then it is still reasonable to go for wetlease from them - it gives you much more flexibility. In real world no one will operate aircraft on their own just for the sake of being "the operator".
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Join Date: May 2001
Location: Argentina
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2 to 5 hrs sectors, 35 to 40 tons, we need lots of volume, south america. It would be imposible to use a TC aircraft here in south america. A300F mant can be done by TACA, Aeroman, so costs inicially are low. And initially the A300F looks like a versatile aircraft.
DC10 is ideal, I love it and study the aircraft a lot, but is to big for start up. The idea is to have dc10 in the future, but not for start up, to much cost. All the mant is on the north i think and It will be very dificult to have 65 tons of cargo from the start up. I was looking also the DC10-10F wich has less cargo, lots of volume, and it will be easy to operate DC10-10F and DC10-30F in a future, but all the DC10-10F have a lots of hs on their back, 80000 or more, and I dont have the fuel burn, payload, mant cost for that aircraft, and is a little to big for start up, but is not a bad idea, same crew for 10F and 30F, same mant plan, etc.
DC10 is ideal, I love it and study the aircraft a lot, but is to big for start up. The idea is to have dc10 in the future, but not for start up, to much cost. All the mant is on the north i think and It will be very dificult to have 65 tons of cargo from the start up. I was looking also the DC10-10F wich has less cargo, lots of volume, and it will be easy to operate DC10-10F and DC10-30F in a future, but all the DC10-10F have a lots of hs on their back, 80000 or more, and I dont have the fuel burn, payload, mant cost for that aircraft, and is a little to big for start up, but is not a bad idea, same crew for 10F and 30F, same mant plan, etc.
Join Date: Apr 2002
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A300B4
A300B4 facts:
165t max t/o wt
134t max ZFW
142t max ldg wt
max cargo 45t
max fuel 47.9t (if my memory serves me correctly)
burn (full acft) 8,7,6,6,6t
gives you 4 hrs legal at max payload.
Most acft available would be over 45k hrs now. But there're still some parked here and there. Cheap and reliable if you keep them in shape. Most important: Fun to fly!
165t max t/o wt
134t max ZFW
142t max ldg wt
max cargo 45t
max fuel 47.9t (if my memory serves me correctly)
burn (full acft) 8,7,6,6,6t
gives you 4 hrs legal at max payload.
Most acft available would be over 45k hrs now. But there're still some parked here and there. Cheap and reliable if you keep them in shape. Most important: Fun to fly!
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Join Date: May 2001
Location: Argentina
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The A300B4 has a airframe life of 63000 hours?
that could be bad but also good, cheap aircraft for start up and be profitable for the first 5 to 7 years, use them, burn them and make them coke cans, after that you need other cheap airframe with some hours remaining or a more modern aircraft, a used A300-600F for example. Just thinking
that could be bad but also good, cheap aircraft for start up and be profitable for the first 5 to 7 years, use them, burn them and make them coke cans, after that you need other cheap airframe with some hours remaining or a more modern aircraft, a used A300-600F for example. Just thinking
Join Date: Jan 2004
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Here are some of the differences between different 1011s that I haven't noticed on the thread.
The one in BKK is a -1, with 22B engines and no center tank, they are the cheapest to buy (ex-Tradewinds).
-100 has 22Bs and center tank, -200 has 524s and center tank.
-250 is actually a -1 with 524 engines.
If you are really looking make sure that they have already done the spar mod, very expensive.
Also different take-off weight for different 1011s, the most I've seen on a non -500 is 474,000 lbs. with beefier gear mod.
It has been a while for me since I've flown one so please excuse any mistake. All this is from off the top of my head.
Have fun shopping.
The one in BKK is a -1, with 22B engines and no center tank, they are the cheapest to buy (ex-Tradewinds).
-100 has 22Bs and center tank, -200 has 524s and center tank.
-250 is actually a -1 with 524 engines.
If you are really looking make sure that they have already done the spar mod, very expensive.
Also different take-off weight for different 1011s, the most I've seen on a non -500 is 474,000 lbs. with beefier gear mod.
It has been a while for me since I've flown one so please excuse any mistake. All this is from off the top of my head.
Have fun shopping.
Join Date: Jan 2001
Location: Dunstable, Beds UK
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Taik.
The -250 has an MTOW of 512K.
Also there are two L1011-F in BKK.
One as you say is the -1 the other is a -200.
The -1 was the only one converted with a "private " STC.
The other 10 were done by Marshalls and all ended up as -200 with 474K mtow. 6 ex BA, 3 ex GF, and 1 ex LTU
The -250 has an MTOW of 512K.
Also there are two L1011-F in BKK.
One as you say is the -1 the other is a -200.
The -1 was the only one converted with a "private " STC.
The other 10 were done by Marshalls and all ended up as -200 with 474K mtow. 6 ex BA, 3 ex GF, and 1 ex LTU
Join Date: Jan 2000
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The EX GF aircraft had the spar mod done at F conversion also a check to ensure all previous SB's had been embodied. The ex LTU didn't have the lower deck galley completely removed at F conversion, just removal of bulkhead/galley equipment and remained as flat floor.
Join Date: Mar 2000
Location: Arizona USA
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Update on Tradewinds
I have reliably informed that Tradewinds has had their maintenance (and possibly handling) withdrawn at Inchon, due to non-payment of outstanding charges.
Surely not a good sign.
Could the end be near, I wonder?
The B747F guys could be in a pickle.
Still, there are jobs available elsewhere, now.
Fortunately.
Surely not a good sign.
Could the end be near, I wonder?
The B747F guys could be in a pickle.
Still, there are jobs available elsewhere, now.
Fortunately.
Join Date: Mar 2000
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Seems there's life in the 'ole L10F yet, as I notice that SkyEyes in BKK is presently advertising for L10 crews, based Thailand.
I met BE during the Hadj, and I believe he is the ops manager now.
If so, a very nice guy....have known him for many years.
www.skyeyes.com should do the trick, for those interested.
I met BE during the Hadj, and I believe he is the ops manager now.
If so, a very nice guy....have known him for many years.
www.skyeyes.com should do the trick, for those interested.
