Cedarjet From United Kingdom, joined May 1999, 7808 posts, RR: 54 Reply 3, posted (10 years 6 months 3 weeks 2 days 7 hours ago) and read 1355 times:
There are a lot more MDs out there. What I find surprising is how many more MDs there are flying freight than Boeing. I mean, the 707 was the clear winner over the DC8, in most cases airlines bought DC8s cos there simply weren't feasible Boeing delivery positions for 707s. But the DC8 has completely cornered the First Generation freight market. There has been some discussion on here over the years about the reasons why but I can't really remember what they are (JETPILOT, would you like to remind us?).
fly Saha Air 707s daily from Tehran's downtown Mehrabad to Mashhad, Kish Island and Ahwaz
Jpz1991 From United States of America, joined Apr 2000, 70 posts, RR: 0 Reply 4, posted (10 years 6 months 3 weeks 2 days 6 hours ago) and read 1349 times:
I just noticed on one of the pics above, the Tradewinds A/C, has a registration number of N311EA. Is this an ex Eastern Airlines Tristar? If so, why wouldn't they have changed the registration number? The date is March 2003, which is 12 years after Eastern's demise.
BryanG From United States of America, joined May 1999, 427 posts, RR: 0 Reply 5, posted (10 years 6 months 3 weeks 2 days 4 hours ago) and read 1321 times:
I worked on N311EA at Tradewinds as a loader for a year during college. It was indeed an ex-Eastern jet. After Eastern went bust it sat in the desert for several years until Tradewinds leased it and had the cargo door installed. I think it was the first L-1011 to be converted to cargo config.
Glad to see it's still going strong.
The L-1011 was their first plane (and only plane for their first few years), so there wasn't any reason for Tradewinds to go through the trouble of changing the reg. number.
I also recall that a couple years ago an Irish startup wanted to acquire a large number of ex-Delta Tristars, convert them to cargo config, and operate them as freighters under ACMI leasing. Don't know if it ever happened, though.
Notarzt From Germany, joined Dec 2000, 642 posts, RR: 1 Reply 7, posted (10 years 6 months 2 weeks 5 days 4 hours ago) and read 1251 times:
CELTIC AIRWAYS a.k.a. CALEDONIAN WINGS etc. was a fantasy airline created by a man named Neil D. Robertson. He created this virtual airline for unkown reason (in order to raise funds for himself?) but the fairy tale was covered up soon. You can find an in-depth review of the CELTIC AIRWAYS fantasy on the following website:
Click on the report "Caledonian Wings: Broken Promises" and you'll get to know the details.
Actually, there are eleven L-1011 freighters existing. The world's only L-1011-1(F) is operated by TradeWinds Cargo (ex Eastern), six L-1011-200(F) were converted for Kalitta/American International Airways (ex British), three for Arrow Air (ex Gulf Air), and one for Fine Air (ex LTU). That's it.
Lockheed Martin tried to establish a new L-1011 freighter conversion program in 1999 but it was shelved due to lack of airline interest.
Spacepope From Vatican City, joined Dec 1999, 2811 posts, RR: 1 Reply 8, posted (10 years 6 months 2 weeks 5 days 4 hours ago) and read 1237 times:
The 707 vs. DC-8 cargo fleet has a lot to do with 3 things. First off is that the DC-8 has a generally more robust structure to it, and held up better over time as compared to the 707. The second was the decision to proceed with the -70 series DC-8. Its greater ground clearance made this feasable, as 707s equipped with the CFM-56 have little space between the engine and tarmac. Lastly, the 707 engines were in demand, and Boeing bought them up, complete with whatever airframe they were hanging on, as spares sources for the C135/137 fleet, as well as to be used for powering B-52H's, and C-141Bs. This took many airframes out of service while they were still relatively young.
As for the L-1011 being in such limited use... I've heard stories that suggest that its lack of a center main gear puts some limits on what it is able to carry, although the DC-10-10 seems to get around this issue. Perhaps the lack of sales of L-1011s as new build freighters steered companies away when they were making long term fleet plans.
Notarzt From Germany, joined Dec 2000, 642 posts, RR: 1 Reply 9, posted (10 years 6 months 2 weeks 4 days 15 hours ago) and read 1179 times:
The original lack of L-1011 freighter arose from the fact that there have not been too many L-1011s on the second-hand market. Most of the original customers operated their long-body L-1011s for almost 20 years and more, the short-body L-1011 (-500) were not replaced before the mid-1990's.
The limited use of L-1011 as cargo aircraft is explained by the aircraft's limited operational weights. While the L-1011-200(F) is superior to the DC-10-10(F), there are remarkable differences to the heavy-weight DC-10-30(F). Lockheed never built a real competitor to the DC-10-30 and, therefore, there isn't any comparable airframe avialable. The L-1011-500 was built as a long-range version but with a shortened fuselage (which you will know, of course).
One can say that the L-1011-200(F) is ideal as a "maximum volume" freighter (comparable to the the DC-10-10F), whereas the DC-10-30F is an ideal "maximum weight" freighter.