So has any known Tristar company complied with this engine A/D, or will they all be finished by the drop dead date next month?

RR has supplied 7-8 kits to date.
Current delivery for kits ( Different for B2 and B4) is 6 to 12 months

RR will give an LTS ( Letter of Technical Support) if kits are ordered ( And paid:))

I dont think and 22 B have been modified but not sure. In fact I am not sure if there is any 22B shop available aprt from RR.

Although this Axial Motion AD 2003-14-2 has all the publicity there are a couple more hookers on the HPC3 disc and the IP5 disc

On 1 Dec 2008 the life of the IP5 Disc ( Certain p/n's) drops from 22,500 cycles to 9,400 cycles. So on Nov 30 a disc with 22,490 cycles is legal on Dec 1 it aint :confused: Figure that out:mad: !

Hmmm,

Piece of junk that even Delta couldn't keep in the air....

Now add fuel costs....

Err I think a few airlines ran these for quite sometime. In fact they ran longer than most airplanes!

Please clarify your fuel cost comment?

Fuel burn was not that heavy, ran one of these -500 from South America to Madrid.
On a average 10-10.5 hour leg mach .84 fuel burn was between 84-85 tons.
Any one know how this compares to the others types?
We also carried full loads of 304 pax, always at max weight.

Hi Earl

Had the pleasure to work with the L1011-500 during the mid-90's, routing South America-Lisbon. All in all nice birds, but rather temperature sensitive (payload restrictions kicked in heavily after 25/26°C, minded, we were on at 2500ft elevation).

I also remember that when we upgraded(?) to the A343, and comparing both types, the fuel burn of the -500 was more or less the block fuel for the A343, with the latter loading more SLF and cargo.

BF

Hi Earl
Was that GlobeJet?
I heard they were grounded in Bolivia with aircraft impounded & crew stuck there for non payment of fuel, landing charges etc

Sent you a PM old cessna.
Not true.
Globejet pays its crews and bills , problem is with the Bolivian company.
GJ is still going strong, with good maintained aircraft.
They treat everyone as family at GJ, small company, great place to work.

Strange comment, considering Delta had, at one time, 69 TriStars (as I recall) and were the largest operator of the type, and...according to a DAL senior VP I had a conversation with, just after they retired the last one, (his words directly), 'the TriStar made us more money than any other airplane we have operated, to date.'

Guess it wasn't so 'bad' after all....:rolleyes:

I agree with 411A there..heard many positives on this type.

ATA has opted to keep their L1011's while integrating the DC10's which apparently are not anywhere near as reliable!

Lot of L1011's coming out of mothballs lately. (ok the desert)

L-1011-200F s/n 1158 previously operated by Fine Air and Millon Air is currently stored in Roswell NM. Pictures take in the last two weeks, show engines have been removed and not in the best shape. s/n 1158 was the last EA Tristar delivered and spent time with LTU, freighter conversion was by Marshall.

Ah...no, just flying to Europe, very limited destinations.
Traffic rights now approved, approval for advance ticket sales are next, AOC in the respective country already issued, aircraft selected, maintenance underway shortly.

Oddly enough, I was just informed today that a -500 may also be required, for Caribbean/Central America flights.

All this is possible through the direct efforts of an ex-Laker guy, the marketing manager, whom I have known for many years.

Tristars to Europe - Recheck
 

Quote from Skyline15
Quote from 411A
So these are not the same operation, ergo we have two new Tristar operations coming to Europe !:ok: Good news indeed.
Thanks contributors for your time and trouble.
Be lucky
David

411A

So have you done the mod that Earl & GTTS talk about for your project?

Thanks

Could be in progress shortly, all in good time.
Then again, we may get a waiver from the respective countries regulatory authority...working on this now.
Time will tell.

5y744
 

I will be polite as I can be about your post. You are an idiot.
411A is right on.
ATA bought, as I remember, 6 of them from Boeing which had taken them in trade and one year later Delta offered to buy them back at 1 $million more than ATA paid for them. Hardy sounds like they were trying to dump them.
I flew the -500 from Stockholm to Pheuket, full pax load, 10 hours 15 minutes many times.
Kenny Polzin
Sorry....... that would be $1million each, more.
George could have sold them and retired at that point.

polzin,

Addtionally to your responce to 5y744

When Delta could not buy the ATA TriStar's they picked up 10 ex-Eastern L-1011's. The majority of these were in "rough" shape and Delta still thought that they were worth the extra maintenance costs. Remember, it was not until Delta had removed the TriStar's from service that they started to have revenue problems, that ultimately lead to their bankruptcy.

A couple of other airliners Air Transat and LTU have both publicly stated they owe their existance to the proffits they generated while operating the TriStar.

I was on my way from Freetown to Nairobi yesterday on Kenya Airways and the flight was via Accra , and in Accra I saw on the ramp a Tristar 500, with LX registration , and being cleaned undernieth the fuselage , maybe to get rid of oil and dirt , also they had taken off the airlines name from the fuselage , looked like it had been written "Star" maybe this one was going to a better home? Its was a pax aircraft , not cargo , maybe it was one of those that were cargo with no cargo door , and no 9g net?
Anyone have any details on this one? certainly alot of activity around it.
Aircraft had a blue tail , the rest was white

Stay lucky

CS-TMR left Amsterdam-Schiphol today after a 3 year stay at the
airport.

Enroute to Lisbon.

Some small and dark weather pics of her departure can be seen here

http://www.scramble .nl/forum/ viewtopic. php?t=34010

Should see another -500 operarating in and out of Warsaw beginning tomorrow.
These aircraft may be a bit old, but reliable,with the shortage of widebody aircraft they are making a come back.
Last ones I have seen are in better shape and maintained than some 747's I have operated in the past with previous company.
So have a nice day 5y744!
Saudia has some 16 or 17 of these -200's parked in Taif.
2 or 3 of them have had the rear spar mod completed.
Never understood why they could not be sold, except the maint records were never kept correctly and previous buyers attempts to rectify this problem was met with great difficulty and abandoned.
But then, it is the majik kingdom, nothing is easy there.
Ali babba still rules!

Actually, Kitaro Kid, the airplane you noticed was a -100 series, and the old registration was EX-, not LX-...and yes we know all about this.
Pax operation, not cargo.
The 9G registration goes on shortly. It is a old TWA airplane, and quite a nice one, at that.
New charter airline that appears to be rather well funded, considering some of the previous efforts.

Without having to do a search 411, excactly what country is this?
9G? for the AOC

9G is Ghana.

9G - was recently downgraded to a class 2 registry - but still at this stage hardly a registry of convenience. Cant see how a combination of 9G registry and ancient L1011 probably with lacking maintenance records and dubious AMO is going to fly freely and unhindered into the EU. Think again.

It seems if Ghana is fast becoming the new African registry of convenience (EU take note!) after all the others have been banned. With their recent downgrading they must take care not to land up completely banned by the EU before long.

New Cargo out of Cyprus
 

Earl

Saudia can never sell their aircraft.....as they never bought them....they were a gift from Allah.

Doesn't make any difference with this particular operator as it will not be flying to the EU.

Oddly enough, one might be surprised at the profits to be made by avoiding the EU altogether.:rolleyes:

Quote from 411A
Could this be S/N 1201 seen at Istanbul - Sabiha Gokcen (SAW / LTFJ) in March 2007. It was re-registered EX-102 ; all white ; 2 red stripes no titles. The Aircraft was operating for Reem Air. 1201 was also seen in May 2007 stored at Ras al-Khaimah. This is the former 5X-AAL of Almidon Aviation.

However Scrapped in 2nd half of 2006 and extant at Ras al-Khaimah in May 2007. The thick plottens somewhat :uhoh:
Your comments and observations much appreciated.
Be lucky
David

Earl,
The complete Saudi fleet has been sold ( Yes they finally found the right guy to "facilate" the deal.:}
According to LAC the new owner is Regency Projects

I heard they have already broken a couple up for spares but are getting at least 4 ready to fly:D

Any idea who the Warsaw operator is?

Could this be S/N 1201 seen at Istanbul - Sabiha Gokcen (SAW / LTFJ) in March 2007. It was re-registered EX-102 ; all white ; 2 red stripes no titles. The Aircraft was operating for Reem Air. 1201 was also seen in May 2007 stored at Ras al-Khaimah. This is the former 5X-AAL of Almidon Aviation.

However
Quote:
AAL,
According to Lockheed's records, L-1011 s/n 1201 was "attrited" (scraped) sometime in second half of 2006. This may or may not be true as Lockheed records are only as good as the reporting by the owner/operators. However, the majority of the current L-1011 owner/operators do not have a good track record on reporting things like hours and cycles and aircraft status, to Lockheed.
Scrapped in 2nd half of 2006 and extant at Ras al-Khaimah in May 2007. The thick plottens somewhat :uhoh:
Your comments and observations much appreciated.
Be lucky
David

This machine s/n 1201 certainly justifies closer scrutiny and attention if records indicate that it was scrapped during the latter half of 2006, while in reality it was brought to life with a "paperwork" return-to-service at Greensboro and now masquarading as an aircraft with a fresh C-Check notwithstanding last C-Check almost 6/7 years ago.

It was bastardised into a so-called bulkloader at a backwater airport in Mafekeng South Africa by unqualified Russian Antonov-26 engineers, no STC for work and conversion, and has no 9-G bulkhead or net.

How does the first class CAA of the UAE, or even that of Turkey (if its there) allow such to fly?

The one in Warsaw is GJ doing ACMI contract for the locals.

No, Avgas Dinosaur, not the same airplane...1201 was originally delivered to GF, not TWA.

AvgasDinosaur and 411A:

Exactly the same one described by AvgasDinosaur.

1201 is all white ex Tradewinds with blue and red window lines. It was indeed registered EX-102 and taken on books of Reem Air who are also incidently on EU banned airlines list. Last news this aircraft had blown its no 3 (RB-524) engine and looking for investor to replace. Standing at either Ras Al Khaimah or in Turkey.

Interesting also that Duane Egli's machines were also moved from Liberian registry to Kyrgyz under name of Reem Air.

L-1011
 

EX-102 ( REEM AIR) had a compressor stall in istambul and the crew blew 8 tires and sealed 2 engines, they brig this one from US and they modify it ( to Duane conversion) in RSA . The aircraft saw in Ghana is owned by Basem Mishal it is an ex Star Air.

and the years have passed since I last flew the L1011 Fr8ers, took me time to get over just how bad a condition that they were in then, I shudder to think what they are like now. What nationality are the crews that are flying them now we were replaced by Jordanians when the costs got too much as we would not fly the aircraft in the state they were in.
Would be interesting to see who is behind them flying again and how your airline is going 411A glad to se someone keeping the old gals in the air, hope the servicing is being done.
Fly safe and keep the blue side up, if they ever need crew down in this neck of the world give me a call.

Crew
 

The L-1011 flying out of Middle-east and Africa have crew from Jordan, Russia, USA, few from EEC and now from Thailand. Some gote fake licence or type rating:ugh:

Here is a picture of 5X-AAL s/n 1201.
http://www.airliners.net/open.file/0761525/M/
If A8-AAB is now TT-DWE via EX-072 reregistration, could the one at Accra be the former A8-AAA c/n 1101 reregistered to EX-???. Doubtful from the description and looking at these photos
Other Duane Egli L1011s http://www.airliners.net/open.file/0667693/M/
http://www.airliners.net/open.file/1189705/M/
Your comments and observations appreciated.
Be lucky
David
P.S. AAL please check your PMs

The other aircraft registration is TT-DAE, both Duane aircrafts are regitred in Tchad under a new company name: AMW tchad ( aircraft machinery works). He owe 500.000,0$US to a company in UAE!!!!!!!!!!!!!!!!!!!!!!!! so he better in N'Djamena

AAL,
Got the right digits but wrong order:)
The Ex Tradewinds was s/n 1012 one of the first aircraft delivered to Eastern.

Converted initially by Monarch Engineering in Miami but finished by Pemco in Dothan.
Only freighter not converted by Marshalls
Eventually went to Tradewinds in Greensboro.
Operated for many years very well then sold a feww years ago to Skyeyes.
Registered in Thailand it operated a while including the Bahrain-Bagdad operation.
Now grounded by Thai's due to engine axial motion AD.
Has 22B engines:O

The 22B was with Thai sky cargo :XS AXF, Sky eyes has 524B engines

This and that...
 

Many times the problem is, fergineer, the complete lack of experience with the TriStar by many of the new(er) pilots and ground engineers.
Many of these folks have not been properly trained, and as we all know, the TriStar is rather unforgiving of inappropriate operation and duff servicing.
The small company I worked for during the last Hajj for example operated three airplanes, all -1's.
The airplane I flew (along with one other Captain) had no 'issues' during the entire Hajj operation, with the exception of high vibration on the #2 engine, which was fixed straight away by one of our on-board ground engineers (we carried three at all times) by trim balancing the number two fan. This one particular guy was straight out of the engine shop in AMM on loan and was very experienced on RR engines.
Due to the excellent record of these ground engineers, I recommended they be paid an extra bonus...and they were, they smiled all the way to the bank.
It is getting harder and harder to find properly experienced folks on type, those that operated the TriStar many years ago, for large carriers....carriers that provided proper training, not just a quick look-in-the-books, and then signed off.
The TriStar is a fine aircraft, and can indeed make profits provided it is operated and maintained properly.