Tradewinds 747 Program Done
 

Just heard that Tradewinds has just terminated their 747 program, and all crews are furloughed immediately, can anyone confirm? How many 747s did they operate?

According to their website, they have 4 B74Fs in the fleet.

My condolences.

Hmmm, I wonder...perhaps they were pushed into that direction by the FAA.

Having been the lowest ACMI bidder for the Yangtze River contracts conceivably may have burned a hole in their pocket. :{

Weren't they also flying for CargItalia out of MXP, that could not have helped matters much.

It sounds like they may be pulling A300's out of Air Macau also......... Not a good sign.

No FAA problems with the B747 fleet - recent audit of AD records, etc came up clean. It is however, further proof that the day of the B747-200 as a viable freighter is over. Still a place for niche marketing of the A300 freighter, Tradewinds is over thirty five years old started with Connies, going to CL44, then L-1011 and on to A300 and B747. It has survived a lot and may well survive $150 oil. Don't count it out quite yet.

One of the furloughed QC folks

Hardly. It's a sign that Tradewinds is having financial problems.

Too low ACMI bid?
 

Tradewinds' website shows that: In addition to Yangtze River [Y8] PVG-ANC-JFK-BOS schedule, they were operating for China Southern [MU] SZX-LUX via ALA and DXB. :ooh:

There were far too many problems with the TDX B747 operation to list them all - but you could start with an inept management team and inadequate maintenance. (examples provided upon request).

MIA based captains would literally cross their fingers on each departure in hopes that nothing would happen [Some actual events: loss of all instruments and all INSs, engine failures and shutdowns, air turnbacks, rejected takeoffs, fire warnings without fire bottles available, rudder malfunctions that were deferred for months, planes and crews held/delayed on numerous occasions for lack of permits...shall i continue?]

The Medellin accident hung the crew out to dry...but the ENTIRE company from the top down contributed to that accident. Supposedly they are getting one classic in MIA again. Hope it works out better for them this time around.

Perhaps tonytech2 would like to comment on v1vRFLY's post?
Inept management is a problem in most airlines. It all seems to be run by beancounters these days.
But the other scenario's described:eek::confused:

. . . and what was the reason for the obvious abort after V1. . . ? :confused:

I think someone is a big girly boy!! U talk of things that u could say no to! If things were that bad, I don't believe anyone was holding a gun to the crew head to make them take the aircraft if it was so unsafe! Bottom line on the med. accident, CREW ERROR! Should have continued on takeoff!

Quite a few of us refused to accept a/c with questionable mx write-ups/corrective action.

Also heard mx supers beg me not to write up compressor stalls..:sad:

Shoestring budget for sure.

As for Medein: Crew should have used reverse power on the abort as well as started the abort earlier.
(If they had contiuned the t/o they would be embedded in a nearby hill)

Rumor says engine exploded because of shaky overhaul by Connie's boys.

Did 3 years for Tradewinds, and sure as clockwork, they screwed me on the last check.

What a way to run a business. :yuk:

Quote:

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Also heard mx supers beg me not to write up compressor stalls..http://static.pprune.org/images/smil...y_dog_eyes.gif

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Per either Pratt or FAA supervised company mx policy, + three compressor stall write ups = mandatory engine change / overhaul.

"Also heard mx supers beg me not to write up compressor stalls.."
U said u worked there, so y do u say u "heard Mx Supers". If they talked to u then I assume u didn't have to "hear"? Your statment makes no sense, true about the budget issue, won't argue about that. However, Mx does not send an A/C out in an unairworthy condition that it is aware of. Hey, all I know is crews have refused to take the aircraft because they didn't have any catering! If it ain't safe, then don't take it, don't get me started on the engine issues, monitoring the engine health was very hard to do when the FE can't fill in the blanks of the trim sheets, or can't write the correct nfo in the correct blanks.......................

Now why ever am I not surprised?
I personally told Connie to his face (some years ago) that the days of maintaining engines the JT3D way were right and truly over.
Some folks never learn...no surprise there.:hmm::rolleyes:

Not according to runway analysis data specific for runway and airport; and not according to demonstrated 3-engine airplane climb performance. Or are you from the new school of "experienced captains" who individualize procedures and make their own rules for aborting the takeoff after V1? :confused: