FoxHunter From United States of America, joined Dec 2001, 79 posts, RR: 0
Reply 1, posted (11 years 3 months 1 week 2 days 16 hours ago) and read 4393 times:
Great airplane to fly, though the MD-10-10 is a little underpowered. A flightcrew can fly the MD10 to a domestic location and then be scheduled to fly the MD11 overseas. I believe we fly 35 at present, plus another 4 coming this year, 11 next. I've heard we will have 83 or 89 at the end of the conversion program
EMBQA From United States of America, joined Oct 2003, 9370 posts, RR: 10
Reply 2, posted (11 years 3 months 1 week 2 days 16 hours ago) and read 4384 times:
Glad to hear the MD-10's are coming 'on-line'. I was out in AMA when FEDX started flying the former AA DC-10's out of there. Most where pretty well stripped out just after of the cockpit door and at that time looking pretty sad.
"It's not the size of the dog in the fight, but the size of the fight in the dog"
Dc10guy From United States of America, joined Feb 2000, 2685 posts, RR: 6
Reply 4, posted (11 years 3 months 1 week 2 days 11 hours ago) and read 4315 times:
I work on the MD10's here in PHX all the time. They are great !!! Of course I loved the Dc10 anyway.... But like we always say " you can take a hog, put a wig and lipstick on it, you can even call it Marylou. But its still a hog."
Next time try the old "dirty Sanchez" She'll love it !!!
Bahadir From United States of America, joined Oct 2001, 1923 posts, RR: 10
Reply 7, posted (11 years 3 months 6 days 22 hours ago) and read 3945 times:
old airplanes are cheap to purchase. That justifies the cost of ordering brand new ones and making payments on them all the time. Also, DC10 and A300 are great platforms for cargo operators.
727 is also cheap and flies fast as well.
Doug_or From United States of America, joined Mar 2000, 3499 posts, RR: 3
Reply 8, posted (11 years 3 months 6 days 18 hours ago) and read 3881 times:
Cargo operators ususaly fly older aircraft becauyse they will have a lower utilization. Becuase passenger aircraft fly more hours per day, the reduced cost in MX and gas makes up for the higher purchase price of a newer aircraft. Becuase cargo aircraft fly less, the aquisition cost is a larger part of the equation, so it makes sense to keep it down by buying cheaper aircraft (as bahadir said).
Laxintl From United States of America, joined May 2000, 28018 posts, RR: 50
Reply 11, posted (11 years 3 months 4 days 17 hours ago) and read 3561 times:
As of August 1st Fedex has 33 MD-10s in service. 4 more are slated to be converted by December, plus another 6 by mid 2005.
As far as the 747s, Fedex inherited a pretty mixed fleet of 747s from Flying Tigers. Fleet included -100s and -200s with a mix of 3 different engine types, JT9D-7A, 7Q and the 70A. The -100s were quickly shed and a small fleet of 6-8 -200Fs were operated until 96 or 97.
I believe the 747s were primarily let go as they were not economic in such a small fleet count, and also the 747 was not a good fit for the Fedex network. As the MD-11 fleet grew in size it quickly became the aircraft of choice for international flying plus the heavier domestic routes.
I also know the Fedex B747 fleet suffered from poor reliability compared to other fleet types at the company.
From the desert to the sea, to all of Southern California
Fedex From , joined Dec 1969, posts, RR:
Reply 12, posted (11 years 3 months 3 days 18 hours ago) and read 3443 times:
As Gignil said, you can look at the nose for "MD-10" painted, or you can look at the top of the fuselage at the VHF blade antenna. On the DC-10's they are located on the centerline roughly above the middle of the main cargo door, while on the MD-10, they were relocated to the same position as an MD-11, which is much farther back towards the tail.