MD-10 and MD-11 pilot question
09-29-2007 | 08:25 AM
#21
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From: MD-11 Captain
MM,
I thought one of the reasons to convert the DC's to MD's was because of a lack of available instrumentation for these old beasts (I can't believe I came up with that saying
). Certainly that situation could not have gotten better since the start of the conversion process. But I'd bet that we'll fly them until they can't pass the MEL/CDL/Phase Inspection process any longer.
I thought one of the reasons to convert the DC's to MD's was because of a lack of available instrumentation for these old beasts (I can't believe I came up with that saying
). Certainly that situation could not have gotten better since the start of the conversion process. But I'd bet that we'll fly them until they can't pass the MEL/CDL/Phase Inspection process any longer.Let's see here ... FedEx has stripped all the old instrumentation out of approximately 70 DC-10's in the past few years. In as much as we only have a few DC-10's still in that configuration (18 was the last number I heard?), I'm betting we have enough old instrumentation for the lifetime of our DC-10's and, for that matter, maybe enough for all the DC-10's in the world that are still flying?
09-29-2007 | 08:34 AM
#22
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From: Retired
MM,
Whereas your point is very true now, it wasn't then. Then (of course) being at the beginning of the conversion process, back when they were converting the first few DC's to MD's. I thought I heard that the companys that repaired the DC-10 instrumentation, had either gone out of business, or had decided not to continue to support that repair function. That was part of the decision making that supported the conversion process in the first place, from what I understood. Could of course be wrong. It wouldn't be the first time.
Whereas your point is very true now, it wasn't then. Then (of course) being at the beginning of the conversion process, back when they were converting the first few DC's to MD's. I thought I heard that the companys that repaired the DC-10 instrumentation, had either gone out of business, or had decided not to continue to support that repair function. That was part of the decision making that supported the conversion process in the first place, from what I understood. Could of course be wrong. It wouldn't be the first time.
12-25-2007 | 11:14 PM
#23
On Reserve
Joined: Dec 2007
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From: BOHICA
Latest rumor from a pretty good source ... is that there will be NO MORE DC-10 to MD-10 conversions! It seems the company that has been doing them has completed their contractual obligation for conversions (68 of them I think?), it seems they lost money on the last several. So ... they told FedEx that if they wanted more MD-10's that they wanted a bunch more money. Apparently so much more money that FedEx decided they could get used MD-11's for the same price and said "No Thanks."
So ... what will happen to the DC-10's now? Personally, I don't know. Maybe some returned to the lease holder? Fly them through peak, then park them? Do we own any of them? Can we sell them? Keep flying them because we need the lift? Inquiring minds want to know ...
Maybe Capt. Mark's sources have their ear to the rail?
Regards,
Mark
So ... what will happen to the DC-10's now? Personally, I don't know. Maybe some returned to the lease holder? Fly them through peak, then park them? Do we own any of them? Can we sell them? Keep flying them because we need the lift? Inquiring minds want to know ...
Maybe Capt. Mark's sources have their ear to the rail?
Regards,
Mark
MM,
I thought one of the reasons to convert the DC's to MD's was because of a lack of available instrumentation for these old beasts (I can't believe I came up with that saying). Certainly that situation could not have gotten better since the start of the conversion process. But I'd bet that we'll fly them until they can't pass the MEL/CDL/Phase Inspection process any longer.
I thought one of the reasons to convert the DC's to MD's was because of a lack of available instrumentation for these old beasts (I can't believe I came up with that saying
). Certainly that situation could not have gotten better since the start of the conversion process. But I'd bet that we'll fly them until they can't pass the MEL/CDL/Phase Inspection process any longer.
12-25-2007 | 11:34 PM
#24
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From: B-777 Captain
Those MD-10's, especially the -10's were my least favorite jets I've ever flown. Perhaps it was because the MD-11 is such a great plane, that when you're stuck with a MD-10-10, it feels like you're flying an underpowered Cessna out of Denver International.[/QUOTE]
And that is why I call the MD-10-10 the " THUNDER PIG ".
And that is why I call the MD-10-10 the " THUNDER PIG ".
12-25-2007 | 11:43 PM
#26
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From: B-777 Captain
A lot of times when flying out of Portland, OR at max gross weight on a hot summer day in an MD-10-10 I think if we lose an engine after V1, well up to 500 feet, auto prof, confirm engine out..............Oh hell were gonna die but lets make it sound good for the tape...........
12-26-2007 | 01:10 AM
#27
On Reserve
Joined: Dec 2007
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From: BOHICA
A lot of times when flying out of Portland, OR at max gross weight on a hot summer day in an MD-10-10 I think if we lose an engine after V1, well up to 500 feet, auto prof, confirm engine out..............Oh hell were gonna die but lets make it sound good for the tape...........
12-26-2007 | 03:24 PM
#29
...Whatever It Is!
Joined: Jul 2006
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Those MD-10's, especially the -10's were my least favorite jets I've ever flown. Perhaps it was because the MD-11 is such a great plane, that when you're stuck with a MD-10-10, it feels like you're flying an underpowered Cessna out of Denver International.
, in the TDZ of DEN Rwy 35R last Friday afternoon in 35kt gusts and snow, at the end of a 14hr duty day that started at 2am.
12-26-2007 | 05:03 PM
#30
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From: MD-11/10 Captain
Speaking of MD-10s and DEN (I know your were responding to JetJok's post), The fleet size will grow after an MD-10-10 sprouts and grows right where I planted one , in the TDZ of DEN Rwy 35R last Friday afternoon in 35kt gusts and snow, at the end of a 14hr duty day that started at 2am.
, in the TDZ of DEN Rwy 35R last Friday afternoon in 35kt gusts and snow, at the end of a 14hr duty day that started at 2am.I love it.
