OO-AOG From Switzerland, joined Dec 2000, 1426 posts, RR: 4 Posted (11 years 6 months 3 weeks 12 hours ago) and read 2303 times:
According to Flight International (14may02), a DC10-30 has accumulated almost 118.000 hours in the log book, followed closely by a 747-200F with 115.600 hours flown....and a DC-9-10 has logged over 101.000 cycles!
This is really impressive....
Does somebody here has an idea of the registrations/operators of these veterans?
RogueTrader From , joined Dec 1969, posts, RR: Reply 4, posted (11 years 6 months 3 weeks 11 hours ago) and read 2183 times:
Not only is 118000 hous 13.5 years in the air, its more time than most of us will spend at work. If most of us work 2000 hours a year, then this DC-10 has put in about 59 years worth of work. Does NW still fly DC-9-10s? What about Aeromexico or Aerocalifornia? Who else could it be?
IMissPiedmont From United States of America, joined May 2001, 6246 posts, RR: 36 Reply 6, posted (11 years 6 months 3 weeks 10 hours ago) and read 2131 times:
N3310L had 100,596 cycles by December 1995, N93S had 101,383 cycles when sold to Sandia labs in 1998. N92S had 101,884, N94S had 101,060, N91S had 103,135 before they were retired in December 1998. Since NW still has DC-9-10s in service, I imagine these numbers have been surpassed.
Is grammar no longer taught is schools? Saying "me and her" or some such implies illiteracy.
MEA-707 From Netherlands, joined Nov 1999, 4210 posts, RR: 36 Reply 8, posted (11 years 6 months 3 weeks 4 hours ago) and read 1947 times:
I think the high time DC-10 is N220NW, which had long carriers at Swissair (ex HB-IHC) and Northwest. It had already 109.000 hours in 1999 (high time DC-10 at the time) and it continued in daily transatlantic service since. I flew with it last summer from Miami to Amsterdam and it looked great. But a few months ago it has been withdrawn.
nobody has ever died from hard work, but why take the risk?
FDXmech From United States of America, joined Mar 2000, 3251 posts, RR: 36 Reply 9, posted (11 years 6 months 2 weeks 6 days 23 hours ago) and read 1825 times:
I remember when the Aloha 737 lost its roof back in the late '80s and was reported to have accumulated over 90,000 cycles.
It's the cycles which cause the most wear and tear whereas the high hours (combined with low cycles) are much easier to bear...so to speak.
Exnonrev From United States of America, joined Oct 1999, 621 posts, RR: 4 Reply 10, posted (11 years 6 months 2 weeks 6 days 21 hours ago) and read 1748 times:
Most of TWA's 747s had reached the 100K mark by the time they were retired. N93109 was the first to do it. The only one I can think of that didn't hit 100K was N93119, which had over 93,000 hrs when she was lost in 1996.
In addition to the ex-NW DC-9-10, the aging aircraft research program at Sandia has an ex-BA 747-136 with over 100,000 hours.
SAS23 From , joined Dec 1969, posts, RR: Reply 11, posted (11 years 6 months 2 weeks 6 days 21 hours ago) and read 1713 times:
You'd expect to see high hours on long haul aircraft - and high cycles on short haul ones. It's the cycles, not the time, that's the determining factor - if you are doing avarega sectors of 6 hours you could have 120,000 hours but only 20,000 cycles - and if your average sector is 30 minutes you could have 50,000 hours but 100,000 cycles.
Of course, at the end of the day, it comes down to a combination of how well the aircraft are designed and built (Lockheed and Douglas are tops here) and of course how well they are maintained.
Tom in NO From United States of America, joined Nov 1999, 7194 posts, RR: 38 Reply 14, posted (11 years 6 months 2 weeks 6 days 14 hours ago) and read 1522 times:
N3310L, N91S, N92S, and N94S were all operated by Southern Airways in the early stages of their lives :
N3310L from 8/73 to 7/79
N91S from 5/67 to 7/79 (was leased outside for one year during that time)
N92S from 6/67 to 7/79
N94S from 2/68 to 7/79
As we all know, Southern Airways operated very short flights with quick turnarounds in the southeast US before they merged with North Central in 1979 to form Republic, which later was merged into Northwest: so the lineage was definitely there.
Tom in NO (at MSY)
PS: I've got a picture of N3310L I took at ORD in '79 (Southern colors) on my office wall, I'd be interested to know how many hours and cycles it ended up with before it was retired.
"The criminal ineptitude makes you furious"-Bruce Springsteen, after seeing firsthand the damage from Hurricane Katrina
Exnonrev From United States of America, joined Oct 1999, 621 posts, RR: 4 Reply 19, posted (11 years 6 months 2 weeks 6 days 7 hours ago) and read 1342 times:
After spending a couple of hours searching FAA Service Difficulty Reports (which have required hours and cycles to be reported since late 2000), I've come across a few more of Northwest's "Centurion" DC-10s:
N211NW - 113005 hr/21289 cy as of 24 Feb 02
N223NW - 109502/25925 9 Jan 01
N225NW - 110363/25468 28 Nov 01
N227NW - 100451/22937 21 Nov 01
N230NW - 109111/26482 16 Jul 01
N220NW, mentioned in an earlier post, had 115363 hr/27071 cy as of her last SDR filed 3 May 01.
At the time Continental's DC-10s were retired shortly after 9/11, several 100K DC-10s were on the property:
N14062 - 105732/21242 22 Mar 01
N14063 - 101317/21869 24 Feb 01
N12064 - 105379/22340 29 Sep 01
N14079 - 97096/21484 3 Nov 00
N59083 - 105146/21500 15 Aug 01
N17085 - 101050/18899 28 Aug 01
MidEx's Baby Nines haven't quite hit the 100K cycle mark:
N300ME - 72614/60434 4 Dec 01
N500ME - 75696/82558 5 May 02
N700ME - 82722/76367 25 Apr 02
N800ME - 89903/91496 22 Dec 01
N900ME - 75914/90188 15 Feb 02