Meanwhile, in the land of MD-88s, USA Jet bought 3 more from DL last week (making 12). One from the previous group ferried to Commercial Jet today (I've lost count as to how many have moved).

Last I had heard, the conversion deal was for 3 firm orders and 3 options.

MO11 wrote:

Meanwhile, in the land of MD-88s, USA Jet bought 3 more from DL last week (making 12). One from the previous group ferried to Commercial Jet today (I've lost count as to how many have moved).

Last I had heard, the conversion deal was for 3 firm orders and 3 options.

There are 5 at DHN now, from my count. N969DL, N972DL, N966DL, N978DL, and N971DL (which ferried BYH-DHN this morning).

wjcandee wrote:

Meanwhile, National's 919CA has been on the ground in RFD for 3 days, and this explains why. She has been very busy (i.e. daily) recently, so that seemed odd, and I guess they found something when it got to RFD. Too bad, because she had spent 5 days in SAT getting something done, apparently, just over a week ago.

Overall, National and WGN had been having a decent run with their 747s, with a few exceptions. I've been keeping an eye on NCR's 729CA, the bird which was grounded in Morocco back in mid March. She then repaired to HHN 27MAR and appears to still be there. Anyone know more? I'm not sure of HHN's MRO facilities, but LH could presumably get her up and running at either HAM or FRA workshops. A long time out of service now.

On WGN:
N258SN is back on TPAC, having made an Atlantic run last week before a few days rest at home base SHV. Currently positioning to ICN.
N344KD seems to have swapped lines with 258SN again, and positioned to GSP, presumably to continue to TATL.
N356KD has been all over the place on what looks like military duties in Europe and Asia in between regular Pacific flying. now at home base SHV since 17APR.

Another little tid-bit I picked up yesterday was the emergence of Panamanian carrier Uni World Air Cargo and their exotically registered 727F HP-1937UCG, which took to the skies positioning from SFB-PTY after an unknown time sunning itself in Florida. Now operating between PTY & Colombia. A nice catch and addition to the operational 727 fleet.

DLNZ: Great report! Nice-looking 727!

DLNZ wrote:

I've been keeping an eye on NCR's 729CA, the bird which was grounded in Morocco back in mid March. She then repaired to HHN 27MAR and appears to still be there. Anyone know more? I'm not sure of HHN's MRO facilities..

A quick Google gives:

http://www.hahn-airport.de/default.aspx ... ance&cc=en

https://www.haitec.aero/

Revelation wrote:

DLNZ wrote:

I've been keeping an eye on NCR's 729CA, the bird which was grounded in Morocco back in mid March. She then repaired to HHN 27MAR and appears to still be there. Anyone know more? I'm not sure of HHN's MRO facilities..

A quick Google gives:

http://www.hahn-airport.de/default.aspx ... ance&cc=en

https://www.haitec.aero/

There were varying reports at the time before the ferry to Germany that it required a new set of flaps to be flown in to make her airworthy enough in addition to the suspected engine replacement. There must have been some considerable damage.

wjcandee wrote:

Spacepope wrote:

The rest of the vid was nicely freighter-centric with Atlas, 21 Air, Cargolux, Qatar, Korean and others. I was surprised at the amount of non-western-hemisphere freighters routing between MIA and South America.

Agreed on both points. The clickbait was the textbook PIO on the first landing, which the tarmac (and autospoilers) helpfully stopped. That garnered it over 450,000 views. Amazing for a recently-posted bit of airplane porn.

More-hilarious are the comments from people who don't like "their" airline being "criticized". One guy thought it was inappropriate to put Ethiopian in the title. Others talked about how well-trained the crews are at "the Pride of Africa". A little defensive.

The joy's of the interweb! At the end of the day, the landing was a landing. Should we discuss what happened, why it happened and measures to make sure it doesn't happen again? YES. If pilot induced, appropriate measures? YES. They robustly and somewhat venomously challenged Sully. Asking questions on a widebody freighter, performing in that manner, on short final, are open game and how we stop accidents from occurring.

CX747 wrote:

They robustly and somewhat venomously challenged Sully. Asking questions on a widebody freighter, performing in that manner, on short final, are open game and how we stop accidents from occurring.

Absolutely! One important way I personally get better at anything is by making mistakes (or watching other people make mistakes, which is preferable) and then learning from them. Every "there but for the grace of God go I" moment in my career, watching someone else screw up, has been a powerful learning experience that kept me from ever, ever making that mistake. Am I a little paranoid? Yeah, I am. That's one reason I'm pretty-good.

Looking at the likely control inputs as reflected in the deflection of the inboard ailerons (flaperons) in that video is one way to analyze what is happening.

Saying as the video commentators do that it's something-ist to point out this mediocre bit of piloting, to be defensive, to try to call it something other than what it is, or to make other excuses ("It was windy!") gets in the way of trying to help the pilot in question get better at his/her job. We've all had crappy landings -- literally and figuratively -- and if we're not willing to accept that they were crappy and try to figure out why, but instead make excuses, live in denial and/or cross our fingers, we're heading nose down in a perfectly-good transport-category aircraft as Trinity Bay rushes up towards us.

The principle of learning from mistakes is how AQP got developed. That's why I grit my teeth when I see the media saying that the FAA should do more to punish pilots for mistakes. Hey, they're mistakes. They're not intentional efforts to kill people. If pilots are drunk or intentionally-violating obvious rules (like, say, not using checklists), then, yeah, enforcement is warranted. If someone makes a good-faith misinterpretation of a rule and no harm comes, or somebody tries to zig but instead zags, enforcement is NOT warranted, so that the mistake can be aired, learned from, and hopefully prevented in the future through training.

Spacepope wrote:

There were varying reports at the time before the ferry to Germany that it required a new set of flaps to be flown in to make her airworthy enough in addition to the suspected engine replacement. There must have been some considerable damage.

Seems HHN has a good runway for a no-flaps approach:

Frankfurt–Hahn has a long runway of 3,800 metres (12,467 ft) in the direction of 03/21. This, combined with a large apron, allows it to handle some of the world's biggest aircraft such as the Antonov An-124 or the Boeing Dreamlifter.

Ref: https://en.wikipedia.org/wiki/Frankfurt ... hn_Airport

gdavis003 wrote:

MO11 wrote:

Meanwhile, in the land of MD-88s, USA Jet bought 3 more from DL last week (making 12). One from the previous group ferried to Commercial Jet today (I've lost count as to how many have moved).

Last I had heard, the conversion deal was for 3 firm orders and 3 options.

There are 5 at DHN now, from my count. N969DL, N972DL, N966DL, N978DL, and N971DL (which ferried BYH-DHN this morning).

Make it 6 at DHN. N976DL to ferry today. Will be interested to see if any more ferry, as that would be the 6 in the original order if the 3 options are indeed exercised.

Lots of shuffling on the Skyliner report. 767-323 N767PR, LN 230 (formerly AA, GE engines) is headed to Cargojet.

Some of the former Air Canada/Rouge PW fleet are moving to Chinese carriers with SF taking C-GHLT and YTO taking C-GHPN.

One of the Fortress-owned ex-Ethiopian frames has joined its ex-MIAT stablemate in GYR. These 4 PW frames I would guess get converted for Chinese carriers as well since they seem to have no problem with running Pratts.

Cargo Facts reported an increase in available belly space on pax aircraft, but it's still down 50% from normal. Cargo shippers are in the meantime complaining loudly that once they consign cargo to pax bellies now, it's like being "in a black hole" with no idea when their shipment may go. Interesting times indeed.

Luckily it looks like N904AR has been fixed in just 5 days and can return to hauling cargo:
SkyLease Cargo 747-400F N904AR exited maintenance SBD-ORD as GG9904 this morning.
https://flightaware.com/live/flight/N904AR

Spacepope wrote:

Lots of shuffling on the Skyliner report. 767-323 N767PR, LN 230 (formerly AA, GE engines) is headed to Cargojet.

Some of the former Air Canada/Rouge PW fleet are moving to Chinese carriers with SF taking C-GHLT and YTO taking C-GHPN.

One of the Fortress-owned ex-Ethiopian frames has joined its ex-MIAT stablemate in GYR. These 4 PW frames I would guess get converted for Chinese carriers as well since they seem to have no problem with running Pratts.

Cargo Facts reported an increase in available belly space on pax aircraft, but it's still down 50% from normal. Cargo shippers are in the meantime complaining loudly that once they consign cargo to pax bellies now, it's like being "in a black hole" with no idea when their shipment may go. Interesting times indeed.

I do think China may be the next big thing in cargo frames and I think this is the beginning (in addition to the 5 new 767Fs), its really an untapped market with a lot of runway (pun intended).

gdavis003 wrote:

gdavis003 wrote:

MO11 wrote:

Meanwhile, in the land of MD-88s, USA Jet bought 3 more from DL last week (making 12). One from the previous group ferried to Commercial Jet today (I've lost count as to how many have moved).

Last I had heard, the conversion deal was for 3 firm orders and 3 options.

There are 5 at DHN now, from my count. N969DL, N972DL, N966DL, N978DL, and N971DL (which ferried BYH-DHN this morning).

Make it 6 at DHN. N976DL to ferry today. Will be interested to see if any more ferry, as that would be the 6 in the original order if the 3 options are indeed exercised.

Late in the third quarter of 2020 USAJet reserved around 30 registrations so it will be interesting to see what all they’re planning on adding to the fleet

dtw9 wrote:

gdavis003 wrote:

gdavis003 wrote:

There are 5 at DHN now, from my count. N969DL, N972DL, N966DL, N978DL, and N971DL (which ferried BYH-DHN this morning).

Make it 6 at DHN. N976DL to ferry today. Will be interested to see if any more ferry, as that would be the 6 in the original order if the 3 options are indeed exercised.

Late in the third quarter of 2020 USAJet reserved around 30 registrations so it will be interesting to see what all they’re planning on adding to the fleet

Does an airline do a registration for a parts donor?

jbs2886 wrote:

dtw9 wrote:

gdavis003 wrote:

Make it 6 at DHN. N976DL to ferry today. Will be interested to see if any more ferry, as that would be the 6 in the original order if the 3 options are indeed exercised.

Late in the third quarter of 2020 USAJet reserved around 30 registrations so it will be interesting to see what all they’re planning on adding to the fleet

Does an airline do a registration for a parts donor?

Sometimes. G4 did it for a lot of their former SAS MD-80 parts donors (registrations for them ended up as NxxxPT)

912, 913 and 978 are registered to USA now

dtw9 wrote:

912, 913 and 978 are registered to USA now

9012 (N912DE) right? Don't think USA Jet has purchased 912 yet, but I could be wrong. 9012 and 913 are at BYH still, 978 is at DHN already.

N912DE is correct and it is now registered to US

The three that were conveyed on Friday were N916DL, N959DL, and N970DL.

MO11 wrote:

The three that were conveyed on Friday were N916DL, N959DL, and N970DL.

Interesting to see USA Jet purchase N959DL and N913DE (this was an earlier purchase), as these both exited the fleet in 2019. N959DL is at BYH, and N913DE is actually at MZJ. The other ten Mad Dogs were all retired in May/June 2020

gdavis003 wrote:

MO11 wrote:

The three that were conveyed on Friday were N916DL, N959DL, and N970DL.

Interesting to see USA Jet purchase N959DL and N913DE (this was an earlier purchase), as these both exited the fleet in 2019. N959DL is at BYH, and N913DE is actually at MZJ. The other ten Mad Dogs were all retired in May/June 2020

N913DL is the one registered to USA and it too is in BYH

dtw9 wrote:

gdavis003 wrote:

MO11 wrote:

The three that were conveyed on Friday were N916DL, N959DL, and N970DL.

Interesting to see USA Jet purchase N959DL and N913DE (this was an earlier purchase), as these both exited the fleet in 2019. N959DL is at BYH, and N913DE is actually at MZJ. The other ten Mad Dogs were all retired in May/June 2020

N913DL is the one registered to USA and it too is in BYH

Correct. They have purchased both N913DL and N913DE though

We recently heard Cargofacts reporting of interesting things coming for the 747 fleet.

Rumors abound that UAE based Aquiline has purchased (3) ex Transaero 747-400s and plans to convert them to freighters via P2F work. Would be nice for these jets to leave the bitter winter of Russia for the sun, sand and crystal blue water of the Persian Gulf and UAE. I wonder if this news is the exciting news we were awaiting....if so, they are late to the party as an ex-Virgin 747 is already in touch up at IAI.

Now, we don't know if that work is to be conducted by IAI. If so, it would really give IAI a "product line" with very good options that Boeing can't match, much less Airbus. You can pay for the new 777-300ERSF OR you can save some money and convert 747-400s.

747-400P2F Firing Line
PH-BFW Former- "City of Shanghai" for KLM
PH-BFV* Former- "City of Vancouver" for KLM
PH-BFT* Former- "City of Tokyo" for KLM
XXXX* Former Transaero
XXXX* Former Transaero
XXXX* Former Transaero

*Possible

Post-Conversion 747-400P2F Work
VQ-BZV Longtail Aviaiton...Former G-VXLG "Ruby Tuesday"

A crying shame that the BA 747s are meeting the scrap man. I saw the other day that G-BYGE bit the dust with less than 90K on the clock.

gdavis003 wrote:

Correct. They have purchased both N913DL and N913DE though

N912DE
N913DL
N915DE
N916DL
N959DL
N966DL
N969DL
N970DL
N971DL
N972DL
N976DL
N978DL

That's 12.

MO11 wrote:

gdavis003 wrote:

Correct. They have purchased both N913DL and N913DE though

N912DE
N913DL
N915DE
N916DL
N959DL
N966DL
N969DL
N970DL
N971DL
N972DL
N976DL
N978DL

That's 12.

My list is also at 12 and is the same for 11, but I had down N913DE and not N915DE as a USA Jet purchase. Sounds like it should be N915DE instead, which would make more sense.

Didn´t see it mentioned so far:
- MNG Cargo will get two A330-300P2F, with the frist to enter the line at EFW shortly
- Aeronaves will get another four 737-400 SF from AEI for a total of seven units
- GA Telesis ordered another 4 737-800 SF conversions from AEI for a total of six units to be leased out
- IndiGo will get 4 A321-200P2F in the first half of 2022, with the feedstock been already under LoI

N396AN, the last of the retired AA 767-300s, will be flying to ILN today.

This is the 20th of the 20 767-300s from AA that ATSG acquired in December 2018 the option to buy from Jetran. So just over two years ago, they bought the option, and in 2.25 years, they have purchased all 20 aircraft, one by one. The other 8 767-300s that AA was retiring were retained by Jetran and sold one-by-one to DHL. (As background, Jetran had the right to buy all 767-300s that AA retired from well-before the time of the ATSG deal, and in fact had sold numerous parked ex-AA 767-300s to ATSG prior to ATSG acquiring the option on the upcoming retirements. As it turned out, the retirements happened faster than expected, but also a significant spike in demand happened for 767-300s to convert.)

These things have a way of taking a day or two longer than expected to actually get the aircraft in the air, but at least it's currently planned for today.

Alrighty then, what's the score card now with all planes 767-200/300 and 737-800???

sunking737 wrote:

Alrighty then, what's the score card now with all planes 767-200/300 and 737-800???

Currently in service (actual Amazon dry-leases, not including airline-owned operational spares):

767-200:
6 at ABX
6 at ATI

737-800:
8 at Southern
12 at Sun Country (especially now that 8059A is finally back in service)

767-300
17 at Atlas (started w/20, one written off, two transferred to ATI to operate but still leased from Titan/Andromeda, an AAWW subsidiary)
27 at ATI (including the 2 Titan leases, and including one that just rotated out to be painted)

Soon in service:

Going to ATI soon, some in May:
503AZ (Amazon-owned), at ILN since 3/13, painted and ready to go
393AN/233AZ, at ILN since 4/17, no paint yet.
390AA/239AZ, still at TLV since 10/29/20
569AZ (AZ-owned, prob later this year), still at TLV since 9/28/20

Going to Cargojet, most likely, both Amazon-owned:
521AZ, still at TLV since 9/18/20
563AZ, still at MEX since 9/23/20

Other CAM aircraft in conversion or to go to TLV soonish, which may or may not end up at Amazon:

399AN, at TLV since 12/18/20
432AX, at TLV since 12/21/20
391AA, at TLV since 1/17/21
398AN, at TLV since 2/23/21
397AN, at TLV since 3/7/21
391CM, at ILN since 2/10/21 (former ANA JA-606A) FADEC
390CM, at ILN since 3/16/21 (former ANA JA-604A) FADEC
396AN, at ILN since 4/22/21 (in the air from ROW right now, arriving about 1030pm EDT)

Coming along later (Amazon-owned):
1611B, at MEX since 1/31/21
1612T, at MEX since 1/29/21

Coming along even later (Amazon-owned and still in storage in the desert):
N1607B
N1608
N1609
N1610D
N1613B

If you told me 4 years ago that ATI would in a couple of years be operating 33 767s for Amazon, I would have said that you were thinking ambitiously, to say the least.

hi all,
a slightly ignorant question here,
However to my knowledge, the forward fuselage of the MD-88 and MD-90 series are almost the same, so how much would it cost to start a conversion line for MD-90s since they are all quite a bit newer with more green time and also far more available engines IAE v2500 vs JT8D.

engines are the problem

Swiss03 wrote:

far more available engines IAE v2500 vs JT8D.

The MD-90's variant of the V2500 has some unique components that have become very rare. It is probably cheaper to maintain a JT8D these days.

Wasn’t the only shop in the world who worked on the MD90 motors in Wellington NZ..?

TUGMASTER wrote:

Wasn’t the only shop in the world who worked on the MD90 motors in Wellington NZ..?

Yes.

Combine that with the demand for engine parts on the A320 series and you run into a real crunch. MD90:flights going forward will be a very rare thing.

Swiss03 wrote:

hi all,
a slightly ignorant question here,
However to my knowledge, the forward fuselage of the MD-88 and MD-90 series are almost the same, so how much would it cost to start a conversion line for MD-90s since they are all quite a bit newer with more green time and also far more available engines IAE v2500 vs JT8D.

Engine issues aside, AEI's mod does not apply to the MD-90, so engineering and certification costs would be involved.

gdavis003 wrote:

My list is also at 12 and is the same for 11, but I had down N913DE and not N915DE as a USA Jet purchase. Sounds like it should be N915DE instead, which would make more sense.

Add to that N903DE and N912DL yesterday (now 14).

Ex KLM PH-BFW, re-registered VQ-BWL, TLV, April 20th 2021, in the background "BIG TWIN" , future 777-300ERSF ?


Original uploaded by Danny Sadeh , see : https://www.facebook.com/groups/israspo ... 0696907338

747classic wrote:

Ex KLM PH-BFW, re-registered VQ-BWL, TLV, April 20th 2021, in the background "BIG TWIN" , future 777-300ERSF ?


Original uploaded by Danny Sadeh , see : https://www.facebook.com/groups/israspo ... 0696907338

Nice to see progress!

"Big Twin" is the prototype 777-300ERSF, it was painted up and flown as part of Bedek's contribution to the Israeli Independence Day festivities recently.

747classic wrote:

Ex KLM PH-BFW, re-registered VQ-BWL, TLV, April 20th 2021, in the background "BIG TWIN" , future 777-300ERSF ?


Original uploaded by Danny Sadeh , see : https://www.facebook.com/groups/israspo ... 0696907338

Nice photo of the ramp. Tells the current 2021 "story", pretty well. The 777-300ERSF is coming, the 747P2F is once again being undertaken and a veteran 757F looks on, continuing yeoman's service. All hands on deck and tomorrow doesn't look any different.

Pretty good article below that discusses the overwhelming cargo issues ORD (and others) are facing. The rise of RFD and other airports is very well explained. We've discussed how the market has changed dramatically since January 2020. I believe the usage of RFD and directly controlled all cargo flights will continue as pax aircraft return to the fold. Truly controlling your shipping process has been learned in a new format. I can't see major shippers going back to belly space when they can control/dictate/over see the flight of an all cargo aircraft that serves their becken whims. One has to figure too that Atlas, Cargolux and others will work to attempt and maintain their new found dominance.

https://www.freightwaves.com/news/fed-u ... irport/amp

CX747: Great find! So interesting. Of course they don't mention all the people that stand there with their hands out at ORD, just to get them to provide "normal" service. At RFD, they're falling all over themselves to be helpful.

Also, your article finally answered my question about why so many National flights were waiting 12-24 hours at ANC. At least part of it appears to be that the ones headed to ORD had to spend hours on the ground at ANC because there was no place for them to park at ORD when they arrived!

Seems like places like ILN, DAY, LCK, MKE and others (GUS?) should be pushing again the simplicity of operations there in their regional markets.

RFD is a little unique because there is a buttload of existing transportation infrastructure nearby, including rail.

wjcandee wrote:

CX747: Great find! So interesting. Of course they don't mention all the people that stand there with their hands out at ORD, just to get them to provide "normal" service. At RFD, they're falling all over themselves to be helpful.

Also, your article finally answered my question about why so many National flights were waiting 12-24 hours at ANC. At least part of it appears to be that the ones headed to ORD had to spend hours on the ground at ANC because there was no place for them to park at ORD when they arrived!

Seems like places like ILN, DAY, LCK, MKE and others (GUS?) should be pushing again the simplicity of operations there in their regional markets.

RFD is a little unique because there is a buttload of existing transportation infrastructure nearby, including rail.

Can confirm that parking and handling staffing for cargo at ORD is a nightmare right now. RFD, LCK, and, somewhat oddly, BNA have been relievers lately.

Airwork has had an Olympus Air 757-200F (SX-APX) on lease for the past few months. This is being used to do FedEx TransTasman work. Not sure if this is a wet lease or a dry lease, though I assume the former. Interestingly, Airwork does actually own a few 757s, though they're all dry leased to other carriers. I don't think any of them have actually visited New Zealand though.

Spacepope wrote:

TUGMASTER wrote:

Wasn’t the only shop in the world who worked on the MD90 motors in Wellington NZ..?

Yes.

Combine that with the demand for engine parts on the A320 series and you run into a real crunch. MD90:flights going forward will be a very rare thing.

ANZES?

[quote="wjcandee"

RFD is a little unique because there is a buttload of existing transportation infrastructure nearby, including rail.[/quote]

What rail is there at RFD?

My son drives an OTR Semi and the drivers have told the Company they won't do Cargo at ORD. Drivers have had 12 to 36 hours waiting for loads. No wheels moving no money for the driver. The cargo at ORD is a very small part of thier business but it does highlight the problems.

travaz wrote:

My son drives an OTR Semi and the drivers have told the Company they won't do Cargo at ORD. Drivers have had 12 to 36 hours waiting for loads. No wheels moving no money for the driver. The cargo at ORD is a very small part of thier business but it does highlight the problems.

So, what’s the issue causing the load delays?

Planeboy17 wrote:

wjcandee wrote:

RFD is a little unique because there is a buttload of existing transportation infrastructure nearby, including rail.

What rail is there at RFD?

Well, I initially said that UP had their vaunted Global III intermodal terminal just 30 minutes due south in Rochelle. But I now realize that they closed it in 2Q 2020 as part of Precision Scheduled Railroading. Oy.

Still, Chicago is a major rail hub, where the eastern and western railroads all interconnect, and RFD is nearby -- as compared to DAY, LCK, ILN, etc. That was my point writ large.

Spacepope wrote:

travaz wrote:

My son drives an OTR Semi and the drivers have told the Company they won't do Cargo at ORD. Drivers have had 12 to 36 hours waiting for loads. No wheels moving no money for the driver. The cargo at ORD is a very small part of thier business but it does highlight the problems.

So, what’s the issue causing the load delays?

It's discussed in the article above, and it's pretty-interesting.

https://www.freightwaves.com/news/fed-u ... irport/amp

Also the company he works for is not a big player in ORD. So they get shuffled to the end of the line and the cargo isn't ready for shipment even though they were given an appointment time to drop or pick up goods.

Spacepope wrote:

TUGMASTER wrote:

Wasn’t the only shop in the world who worked on the MD90 motors in Wellington NZ..?

Yes.

Combine that with the demand for engine parts on the A320 series and you run into a real crunch. MD90:flights going forward will be a very rare thing.

I'm happy to be proven wrong, but I'm fairly certain it would have been the Christchurch Engine Centre at CHC. A JV between P&W and NZ. I'm not aware of WLG having an engine shop.

http://www.pwnz.com/

When I worked at that airport we saw a huge number of all manner of V2500 coming through the freighters, particularly QF's 763F and as bellyhold freight on SQ/EK.