The big merged L1011 thread
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Sorry confused the 2 aircraft, Skyeyes and Thaisky
The one with the 522b engines ex Thaisky, not the one in the pics HS-Sec, sky eyes.
Appears to be some damage below the rudder in HS-SEC anyone know what happened here?
The one with the 522b engines ex Thaisky, not the one in the pics HS-Sec, sky eyes.
Appears to be some damage below the rudder in HS-SEC anyone know what happened here?
Last edited by Earl; 31st May 2009 at 05:02.
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Appears to be some damage below the rudder in HS-SEC anyone know what happened here?
It is not a common place for damage but it is a common place for skydrol leakage.
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Talking of old L1011's at RAK - does anyone know of the fate of the ex-British Airways European Division airframes that were stored at RAK?
s/n 1093 last known registration as TT-DWE last seen at RAK
s/n 1101 last known registration as TT-DAE - once resident at RAK with the above but last seen at Bishkent
Any information gratefully received - if only to confirm these graceful old ladies are now at rest.
s/n 1093 last known registration as TT-DWE last seen at RAK
s/n 1101 last known registration as TT-DAE - once resident at RAK with the above but last seen at Bishkent
Any information gratefully received - if only to confirm these graceful old ladies are now at rest.
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Sad ending for a good aircraft..
If a company accomplished the A/D's this aircraft could see the skies again.
Wish all of them the best.
But this engine A/D problem seemed to ground them all.
Maybe if Lockheed had considered more choices/options for the engines this could have been avoided.
If a company accomplished the A/D's this aircraft could see the skies again.
Wish all of them the best.
But this engine A/D problem seemed to ground them all.
Maybe if Lockheed had considered more choices/options for the engines this could have been avoided.
Last edited by Earl; 1st Jun 2009 at 04:26.
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But this engine A/D problem seems to ground them all.
s/n 1093 last known registration as TT-DWE last seen at RAK
s/n 1101 last known registration as TT-DAE - once resident at RAK with the above but last seen at Bishkent
s/n 1101 last known registration as TT-DAE - once resident at RAK with the above but last seen at Bishkent
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FWIW
Capt Mugrahbi is getting ready to launch from VCV in an ex ATA bird bound for AMM
Hopefully this time he'll change more than the windshield wiper blades!
I'm sure Earl can enlighten us.
Capt Mugrahbi is getting ready to launch from VCV in an ex ATA bird bound for AMM
Hopefully this time he'll change more than the windshield wiper blades!
I'm sure Earl can enlighten us.
Last edited by OldCessna; 16th Jun 2009 at 01:11. Reason: typo
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I did hear from a fly on the wall a few months back that he was attempting to get two of the ex ATA Tristars.
But watch this one if he needs crews to operate them out.
Last time two years ago with N194at all we had was a ferry permit from the FAA to fly to Amman with a refueling stop in Lisbon.
C check was overdue and no engine A/D accomplished, or alternate means of compliance.
When the aircraft arrived in Amman he started saying that the FAA has certified the aircraft, only paper he had was a ferry permit allowing this 1 time flight.
He never had a C check done or any other required work, just put the aircraft into service flying pax around for Umrah and Haj.
Most of the pilots that remained operating for him were saying, overdue maint is not my problem and continued to fly.
I doubt the authorities will listen to this nonsense of,,, I did not know,,, if something were to happen, they would be hanging the crews.
Would be hard to hear over the screams from the operating crew and Bubba from a African or Saudi jail cell.
Paying the crews was last on his list also, it was always you will get paid tomorrow or when we arrive in Kano, different tale every day.
When we finally were paid he screwed us out of quite a bit of cash, stating no per diem while in Amman because the hotel gave you free food etc.
He also is know for his 747 adventure a few years back not paying the crews.
I hope the FAA pays closer attention to him this time.
But I am sure he will just re register the aircraft in some other country of opportunity after he gets caught again.
But watch this one if he needs crews to operate them out.
Last time two years ago with N194at all we had was a ferry permit from the FAA to fly to Amman with a refueling stop in Lisbon.
C check was overdue and no engine A/D accomplished, or alternate means of compliance.
When the aircraft arrived in Amman he started saying that the FAA has certified the aircraft, only paper he had was a ferry permit allowing this 1 time flight.
He never had a C check done or any other required work, just put the aircraft into service flying pax around for Umrah and Haj.
Most of the pilots that remained operating for him were saying, overdue maint is not my problem and continued to fly.
I doubt the authorities will listen to this nonsense of,,, I did not know,,, if something were to happen, they would be hanging the crews.
Would be hard to hear over the screams from the operating crew and Bubba from a African or Saudi jail cell.
Paying the crews was last on his list also, it was always you will get paid tomorrow or when we arrive in Kano, different tale every day.
When we finally were paid he screwed us out of quite a bit of cash, stating no per diem while in Amman because the hotel gave you free food etc.
He also is know for his 747 adventure a few years back not paying the crews.
I hope the FAA pays closer attention to him this time.
But I am sure he will just re register the aircraft in some other country of opportunity after he gets caught again.
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Capt Mugrahbi is getting ready to launch from VCV in an ex ATA bird bound for AMM
I remember one of the Caribjet birds comimg out of Amm after heavy maintenance........must have been a real heavy pen thats all I can say......had it been really looked at could have still been flying the aircraft but such is life.......
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Quote:
Capt Mugrahbi is getting ready to launch from VCV in an ex ATA bird bound for AMM
(From 411A)
This particular aircraft has had heavy maintenance completed at VCV, and in addition, 194AT has recently been in the hangar at AMM for heavy maintenance....so I'm told.
Well getting the heavy maintenance work done in VCV is interesting. It hasn't been SCA and VAL is in Chapter 11 and haven't touched it, not that they would know what they were doing if they did.
So far its been 2 new wiper blades after washing the windows, change of filters, and inflated the tires.
Ask Earl what his pre trip preps are like!
Capt Mugrahbi is getting ready to launch from VCV in an ex ATA bird bound for AMM
(From 411A)
This particular aircraft has had heavy maintenance completed at VCV, and in addition, 194AT has recently been in the hangar at AMM for heavy maintenance....so I'm told.
Well getting the heavy maintenance work done in VCV is interesting. It hasn't been SCA and VAL is in Chapter 11 and haven't touched it, not that they would know what they were doing if they did.
So far its been 2 new wiper blades after washing the windows, change of filters, and inflated the tires.
Ask Earl what his pre trip preps are like!
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It hasn't been SCA and VAL is in Chapter 11 and haven't touched it, not that they would know what they were doing if they did.
Paid for, however, only recently.
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The heavy maintenance was completed in March 2008, and the airplane has been in storage since that time.
Paid for, however, only recently.
411A That airplane was flown out but the remaining airplane owned by ATA was also stored at VCV
Lots of bits and pieces not working and more stringent oversight for the ferry permit compared to the a/c that came out of MIA.
The heavy maintenance was completed in March 2008, and the airplane has been in storage since that time.
Paid for, however, only recently.
411A That airplane was flown out but the remaining airplane owned by ATA was also stored at VCV
Lots of bits and pieces not working and more stringent oversight for the ferry permit compared to the a/c that came out of MIA.
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Hear there is some head hunter out of the USA or UK looking for Tristar crews in the UAE.
Offering extreme low salaries, saying you have only 30 days off per year, have to train other crew members with no training pay., wanting a current sim check from Delta In ATL, they wont pay for,
Typical Tristar lies and deceit. Head hunter cannot even say salaries.
Steer clear!
For a Tristar qualified pilot below 58 is almost non existent.
UAE wont allow initial license above 58, this I know to be true.
UAE will issue 2 validations for 90 s days each, after this forget it UAE license is required, for all positions no exceptions.
Offering extreme low salaries, saying you have only 30 days off per year, have to train other crew members with no training pay., wanting a current sim check from Delta In ATL, they wont pay for,
Typical Tristar lies and deceit. Head hunter cannot even say salaries.
Steer clear!
For a Tristar qualified pilot below 58 is almost non existent.
UAE wont allow initial license above 58, this I know to be true.
UAE will issue 2 validations for 90 s days each, after this forget it UAE license is required, for all positions no exceptions.
Last edited by Earl; 24th Jun 2009 at 13:03.
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S/N 1012
Please pass on details on old 1012. Followed this aircraft while it was at Palmdale facory and at EAL where it was always something of a problem child due to being at a break point in the wiring where they introduced fully prefabbed looms. It was the first retired from fleet. Then when it went to the desert and and sold to investor group for first cargo conversion. My contract maintenance people got it in the air to Miami for cargo mod. After the Miami outfit stripped and gutted it they threw up their hands and it went over to Eastern contract maintenance where it was tied together enough to ferry to Pemco at Dothan. They did the conversion.
After completion, by then I was at Orion Air and reviewed the aircraft for possible purchase. It was too much of a niche aircraft for us, being a -1 with 22B engines. Conversion was quite competent however.
Still later I ended at Tradewinds where 1012 (N311EA) had ground away for years GSO to SJU to BDL. Quite a workhorse and except for the usual rear spar rebuild never gave any significant structural problems or main deck cargo door problems. Stripping out the cabin, mux, etc. and one pack helped a lot. The 22B engines of course were always a weak point and we survived the last years by buying desert bound L-1011 and stripping time remaining 22B engines and scrapping aircraft. Didn't overhaul any engines for years.
Impending N1 location bearing Airworthiness Directive caused its return to leasing company. Been following it since as best I can. One question is, did the engines ever get the bearing location failure detectors installed as required by AD and Rolls SB? I understand Rolls never sold any 22B kits so one has to wonder.
After completion, by then I was at Orion Air and reviewed the aircraft for possible purchase. It was too much of a niche aircraft for us, being a -1 with 22B engines. Conversion was quite competent however.
Still later I ended at Tradewinds where 1012 (N311EA) had ground away for years GSO to SJU to BDL. Quite a workhorse and except for the usual rear spar rebuild never gave any significant structural problems or main deck cargo door problems. Stripping out the cabin, mux, etc. and one pack helped a lot. The 22B engines of course were always a weak point and we survived the last years by buying desert bound L-1011 and stripping time remaining 22B engines and scrapping aircraft. Didn't overhaul any engines for years.
Impending N1 location bearing Airworthiness Directive caused its return to leasing company. Been following it since as best I can. One question is, did the engines ever get the bearing location failure detectors installed as required by AD and Rolls SB? I understand Rolls never sold any 22B kits so one has to wonder.