wjcandee wrote:

N354AA flew to ILN today from ROW, where it has been stored since 2016. 30 years old. ln 211. Unclear what it's for, but it was registered to CAM on 11/13/18.

From an SDR from about when she was parked: just north of 115000 hours and 19000 cycles. Hopefully they are pulling a Kalitta and need another spare parts tree.

I see some talk of ILN in the latest parts of this thread. What activity is still happening there? I thought everything moved to CVG.

mikejepp wrote:

I see some talk of ILN in the latest parts of this thread. What activity is still happening there? I thought everything moved to CVG.

ILN is ATSG's headquarters and the home of its subsidiary AMES (Airborne Maintenance and Engineering Services) which does virtually all the line and heavy maintenance on the aircraft owned and leased to ABX, Amazon, ATI and others by CAM (Cargo AIrcraft Management), which is ATSG's leasing subsidiary. AMES also does a lot of work on other airlines' 767s (Delta 764s, Boston Patriots' aircraft, private VIP 767s, etc.), so it's fun to keep an eye on ILN. Recently, CAM has outsourced a couple of HMVs on 767s to GSO, and it appears that HMVs on ATI's 757s are now being done at PEMCO in TPA. PEMCO is now a subsidiary of AMES and in turn of ATSG. PEMCO, back in the day, did the cargo conversions of several of the 8 757s operated by ATI so this sort of makes sense, although word is that the latest C-check by PEMCO on a 757 Combi run by ATI was a fiasco -- took forever and left the aircraft with all sorts of problems resulting in an air return with troops aboard. It spent a month or so at ILN after that and now is apparently fixed, but not a good start. Despite this, one of the ATI cargo 757s is now in TPA for an HMV, so we'll see whether they get it right this time. My impression is that ILN has all the business they can handle at the moment; it would be nice if TPA could rise to the occasion.

It also seems that Amazon is going to do some sorting at ILN starting around 2Q 2019 while they continue to work on whatever it is that they are building at CVG. DHL's CVG facility is basically at the limit of what it can or will sort for Amazon.

Lately I have been noticing that packages that are lightweight but with irregular dimensions are often being assigned to the USPS for our address. Examples include wiper blades and a pool brush head. I wonder if there is some limitation with AMZL for handling these packages.

Spacepope wrote:

wjcandee wrote:

N354AA flew to ILN today from ROW, where it has been stored since 2016. 30 years old. ln 211. Unclear what it's for, but it was registered to CAM on 11/13/18.

From an SDR from about when she was parked: just north of 115000 hours and 19000 cycles. Hopefully they are pulling a Kalitta and need another spare parts tree.

Of course, the Limit of Validity on the 767 is 50,000 cycles, so...

wjcandee wrote:

Spacepope wrote:

wjcandee wrote:

N354AA flew to ILN today from ROW, where it has been stored since 2016. 30 years old. ln 211. Unclear what it's for, but it was registered to CAM on 11/13/18.

From an SDR from about when she was parked: just north of 115000 hours and 19000 cycles. Hopefully they are pulling a Kalitta and need another spare parts tree.

Of course, the Limit of Validity on the 767 is 50,000 cycles, so...

Truth! Though max hours is somewhere around 160,000. I don’t think hardly any airliner has made it to 130,000. The closer you get to eithe cycles or hours limits, the more expensive upkeep gets.

wjcandee wrote:

Spacepope wrote:

wjcandee wrote:

N354AA flew to ILN today from ROW, where it has been stored since 2016. 30 years old. ln 211. Unclear what it's for, but it was registered to CAM on 11/13/18.

From an SDR from about when she was parked: just north of 115000 hours and 19000 cycles. Hopefully they are pulling a Kalitta and need another spare parts tree.

Of course, the Limit of Validity on the 767 is 50,000 cycles, so...

And iirc it must be 60000 cycles. The ship that just went to Skytaxi had a heavy check early this year and it had a touch over 49000 cycles on it at the time. They wouldn’t have put it through a heavy check with less than 700 cycles on its LOV, at least not if they had any sense.

Spacepope wrote:

wjcandee wrote:

Spacepope wrote:

From an SDR from about when she was parked: just north of 115000 hours and 19000 cycles. Hopefully they are pulling a Kalitta and need another spare parts tree.

Of course, the Limit of Validity on the 767 is 50,000 cycles, so...

And iirc it must be 60000 cycles. The ship that just went to Skytaxi had a heavy check early this year and it had a touch over 49000 cycles on it at the time. They wouldn’t have put it through a heavy check with less than 700 cycles on its LOV, at least not if they had any sense.

Well, the default LOV in 14 CFR 121.1115 is definitely 50,000 cycles. https://www.law.cornell.edu/cfr/text/14/121.1115

Could there be an extended LOV, as provided for in the regulation? Or a different LOV incorporated into the aircraft's maintenance program? I don't know. It is certainly possible.

Or...maybe that's why they exported it? Again, beyond my current scope of knowledge...

Looks like after N366CM (formerly 377AN) is scheduled to fly from ILN to CVG

I am assuming that 366CM is going to end up being used as extra UPS lift during Peak, flown by ATI.

N373AA is back at ILN

wjcandee wrote:

mikejepp wrote:

I see some talk of ILN in the latest parts of this thread. What activity is still happening there? I thought everything moved to CVG.

It also seems that Amazon is going to do some sorting at ILN starting around 2Q 2019 while they continue to work on whatever it is that they are building at CVG. DHL's CVG facility is basically at the limit of what it can or will sort for Amazon.

I've got friends who are current and former ABX employees and they've heard rumors of 16 flights a night, that ILN will be open for at least five years, and it also might be used as an Amazon night sort beyond that. Take any of it for what it's worth.

wjcandee wrote:

I am assuming that 366CM is going to end up being used as extra UPS lift during Peak, flown by ATI.

Went to Cargojet. C-GAJG.

MO11 wrote:

wjcandee wrote:

I am assuming that 366CM is going to end up being used as extra UPS lift during Peak, flown by ATI.

Went to Cargojet. C-GAJG.

Geez. It was 366CM for like 5 seconds. A single flight under that reg, from ILN-CVG. I wonder if it was swapped with the next one off the conversion line, N373AA, which was rumored to be going to Cargojet, according to Yochai. Thanks for the correction. So which two aircraft are going to be used for UPS? That assignment is the only one about which ATSG actually made an official announcement. And they mentioned two what I thought they said were 767-300s. Slack 767-200s they have in quantity.. 300s not so much. Unless ABX is going to be losing a route (either for DHL or South America) that uses a 767-300 or two, but I don't think that's the case. (And in that case, the UPS work would have to be flown by ABX, not ATI, at least according to some interpretations of the ABX pilot contract.)

So I looked back at the conference call, and the plan there was to dry-lease one of the upcoming 3 aircraft, and send the other two to ATI for Peak and beyond. 373AA just arrived today from conversion and needs to be painted and to do conformity, so query how fast they can get it in service unless they don't want to paint it right now. 930WE has likely a week or two at a minimum to go before it will be done with conversion, based on past histories, then faces the same thing. It isn't going to be doing much before Christmas unless, again, they race it through conformity and don't bother to paint it. Of course, YMMV, but that's clearly the situation based on averages (6 months to convert at TLV, 2 weeks to paint at Dean Baldwin, at least a week for conformity, and often two).

As to cycle limits on the frames, which we had been discussing last week or so, they talked about 50,000 cycles "before you have to go to a different maintenance program", so they have the one that's basically hit the 50K and will be parted out (I assume that's 792AX) and they have another that will hit it in early 2019, for which they will do the same.

These were the flight numbers I've picked up on the Amazon Air flights from last week from DFW and IAH (though, with Peak beginning, these are subject to change):

DFW-ABE 8C3742
DFW-CVG 8C3245
DFW-SMF 8C3749

ABE-DFW 8C3741
CVG-DFW 8C3248
ONT-DFW 8C3844
TPA-DFW 8C3802

IAH-BWI 5Y3506
IAH-CVG 5Y3048
IAH-RIV 5Y3059

CVG-IAH 5Y3058
MIA-IAH 5Y3591
RIV-IAH 5Y3602

I think you are correct wrt N792AX. Last SDR I could find was from late 2015 and she has well over 48000 cycles on her at that point. Different maintenance usually translates to expensive, so not surprising what with their abundance of 762s that they will chose to park and part them at that point. The 12 762s are now halfway through their amazon leases an their post A future doesn't look too bright from here. Expect to see the former ANA birds (the -281 subfleet) to cycle out and get back filled by other surplus 762 Capacity.

Could MHT serve as a northern New England airport for Amazon. Less congested than BOS and with the I-93 rebuild moving along it would be quick drive from MHT to the BOS area and northern MA. communities. Only issue may be space for an Amazon building and ramp. Perhaps another rebuild for perimeter road would create space for a facility.

wjcandee wrote:

MO11 wrote:

wjcandee wrote:

I am assuming that 366CM is going to end up being used as extra UPS lift during Peak, flown by ATI.

Went to Cargojet. C-GAJG.

Geez. It was 366CM for like 5 seconds. A single flight under that reg, from ILN-CVG. I wonder if it was swapped with the next one off the conversion line, N373AA, which was rumored to be going to Cargojet, according to Yochai. Thanks for the correction. So which two aircraft are going to be used for UPS? That assignment is the only one about which ATSG actually made an official announcement. And they mentioned two what I thought they said were 767-300s. Slack 767-200s they have in quantity.. 300s not so much. Unless ABX is going to be losing a route (either for DHL or South America) that uses a 767-300 or two, but I don't think that's the case. (And in that case, the UPS work would have to be flown by ABX, not ATI, at least according to some interpretations of the ABX pilot contract.)

I show one ABX B763 running for UPS beginning 12/11, and one each ATI B762 and B763 running for UPS beginning 12/10. Of course, that schedule also uses the Sky Lease 747 at the end of the runway at YHZ, so subject to change.

MO11: Thanks! Interesting. On multiple levels!

georgiabill wrote:

Could MHT serve as a northern New England airport for Amazon. Less congested than BOS and with the I-93 rebuild moving along it would be quick drive from MHT to the BOS area and northern MA. communities. Only issue may be space for an Amazon building and ramp. Perhaps another rebuild for perimeter road would create space for a facility.

PSM probably has more space to accommodate an Amazon Air facility compared to MHT if they wanted to expand into Northern New England. Also, can MHT handle a 763?

For now, Amazon seems content to use BDL as their New England station for the foreseeable future (and, for that matter, ABE for Metro New York).

wjcandee wrote:

MO11 wrote:

wjcandee wrote:

I am assuming that 366CM is going to end up being used as extra UPS lift during Peak, flown by ATI.

Went to Cargojet. C-GAJG.

Geez. It was 366CM for like 5 seconds. A single flight under that reg, from ILN-CVG. I wonder if it was swapped with the next one off the conversion line, N373AA, which was rumored to be going to Cargojet, according to Yochai. Thanks for the correction. So which two aircraft are going to be used for UPS? That assignment is the only one about which ATSG actually made an official announcement. And they mentioned two what I thought they said were 767-300s. Slack 767-200s they have in quantity.. 300s not so much. Unless ABX is going to be losing a route (either for DHL or South America) that uses a 767-300 or two, but I don't think that's the case. (And in that case, the UPS work would have to be flown by ABX, not ATI, at least according to some interpretations of the ABX pilot contract.)

UPS will operate with N255CM and N376AN. 376 will stay in MIA for a bit and fly MIA-BOG before ferrying out to PHX and fly PHX-SDF-PHX 5 or 6 nights a week. Not sure what route 255 will be flying but I heard a while back it’ll be somewhere in California. San Bernardino maybe but I can’t recall.

Huh. 376 seemed like it was keeping busy on the South American stuff. So the 767-300 service is not really an increase in business: lose one to gain one. And 255 was covering the service normally provided by a 757F, one of which is in maint at TPA since 10/27. Considering the last 757 maintenance visit to PEMCO ran late and then had myriad gremlins, this again might not be a big gain. OTOH, I imagine that the seasonal UPS business pays well. Of course ABX could pick up subservice if they had the ability reliably to staff the aircraft.

ctrabs0114 wrote:

georgiabill wrote:

Could MHT serve as a northern New England airport for Amazon. Less congested than BOS and with the I-93 rebuild moving along it would be quick drive from MHT to the BOS area and northern MA. communities. Only issue may be space for an Amazon building and ramp. Perhaps another rebuild for perimeter road would create space for a facility.

PSM probably has more space to accommodate an Amazon Air facility compared to MHT if they wanted to expand into Northern New England. Also, can MHT handle a 763?

For now, Amazon seems content to use BDL as their New England station for the foreseeable future (and, for that matter, ABE for Metro New York).

FX brings a 763 into MHT twice a day, so it can certainly handle it.

It's been interesting watching ABE and BDL grow. BDL in particular seemed to sprout up very quickly as a major Amazon station. I did not foresee BDL to SEA and PDX, but here we are.

Acey559 wrote:

UPS will operate with N255CM and N376AN. 376 will stay in MIA for a bit and fly MIA-BOG before ferrying out to PHX and fly PHX-SDF-PHX 5 or 6 nights a week. Not sure what route 255 will be flying but I heard a while back it’ll be somewhere in California. San Bernardino maybe but I can’t recall.

Yeah, I show the (ATN) B763 doing PHX-SDF for the day sort and night sort. The B762 does SBD-CAE and CAE-PDX during the day, then ferries back to SBD.

When exactly does the crunch hit the system? As far as PHX ( my home airport) how many planes will be operating out of PHX. One last question. What is the difference between the 767-200 and 300 as far as payload?

HPRamper wrote:

ctrabs0114 wrote:

georgiabill wrote:

Could MHT serve as a northern New England airport for Amazon. Less congested than BOS and with the I-93 rebuild moving along it would be quick drive from MHT to the BOS area and northern MA. communities. Only issue may be space for an Amazon building and ramp. Perhaps another rebuild for perimeter road would create space for a facility.

PSM probably has more space to accommodate an Amazon Air facility compared to MHT if they wanted to expand into Northern New England. Also, can MHT handle a 763?

For now, Amazon seems content to use BDL as their New England station for the foreseeable future (and, for that matter, ABE for Metro New York).

FX brings a 763 into MHT twice a day, so it can certainly handle it.

It's been interesting watching ABE and BDL grow. BDL in particular seemed to sprout up very quickly as a major Amazon station. I did not foresee BDL to SEA and PDX, but here we are.

BDL is doing 3 flights a day, same as what PVD was doing when operations were there.

travaz wrote:

What is the difference between the 767-200 and 300 as far as payload?

Assuming weight isn't an issue, and container-only cargo (no bulk) using 88x125 containers, you get 19 positions on the main deck of the 767-200BDSF (and 22 little LD2 containers on the lower deck (10 fore and 12 aft) if you want to use them).

On the 767-300, you get 24-ish of the same 88x125 containers on the main deck, but you can put 4 through the big door into the lower front hold, so you get 28.

So 9 more of the bigger containers (or pallets in some of the Amazon usage).

Usually on the Amazon and/or Express (FedEx, UPS, etc.) runs, the things bulk out long before weight becomes an issue.

Thanks wj always in the know. One thing I notice when I order is I get a huge box stuffed with paper as cushioning and an item that could have gone in a much smaller box. Could Amazon address this issue to improve the volume issue?

Quick Question: Do these Amazon 767s mostly carry cargo one way, and fly back empty on the return, or is it a pretty even load both out and back?

wjcandee wrote:

travaz wrote:

What is the difference between the 767-200 and 300 as far as payload?

Assuming weight isn't an issue, and container-only cargo (no bulk) using 88x125 containers, you get 19 positions on the main deck of the 767-200BDSF (and 22 little LD2 containers on the lower deck (10 fore and 12 aft) if you want to use them).

On the 767-300, you get 24-ish of the same 88x125 containers on the main deck, but you can put 4 through the big door into the lower front hold, so you get 28.

So 9 more of the bigger containers (or pallets in some of the Amazon usage).

Usually on the Amazon and/or Express (FedEx, UPS, etc.) runs, the things bulk out long before weight becomes an issue.

I've always assumed that they loaded both the main deck and the baggage hold. Right???

kitplane01 wrote:

wjcandee wrote:

travaz wrote:

What is the difference between the 767-200 and 300 as far as payload?

Assuming weight isn't an issue, and container-only cargo (no bulk) using 88x125 containers, you get 19 positions on the main deck of the 767-200BDSF (and 22 little LD2 containers on the lower deck (10 fore and 12 aft) if you want to use them).

On the 767-300, you get 24-ish of the same 88x125 containers on the main deck, but you can put 4 through the big door into the lower front hold, so you get 28.

So 9 more of the bigger containers (or pallets in some of the Amazon usage).

Usually on the Amazon and/or Express (FedEx, UPS, etc.) runs, the things bulk out long before weight becomes an issue.

I've always assumed that they loaded both the main deck and the baggage hold. Right???

Yes, that is exactly what he just explained.

kitplane01 wrote:

wjcandee wrote:

travaz wrote:

What is the difference between the 767-200 and 300 as far as payload?

Assuming weight isn't an issue, and container-only cargo (no bulk) using 88x125 containers, you get 19 positions on the main deck of the 767-200BDSF (and 22 little LD2 containers on the lower deck (10 fore and 12 aft) if you want to use them).

On the 767-300, you get 24-ish of the same 88x125 containers on the main deck, but you can put 4 through the big door into the lower front hold, so you get 28.

So 9 more of the bigger containers (or pallets in some of the Amazon usage).

Usually on the Amazon and/or Express (FedEx, UPS, etc.) runs, the things bulk out long before weight becomes an issue.

I've always assumed that they loaded both the main deck and the baggage hold. Right???

Yes both the main deck and bellies are loaded. Often times on lightly loaded planes the belly will be full of empty containers shuffling back and forth between stations. And no, our planes are never empty. It depends on the route and the day but we are usually very full on most flights. Though as noted, we bulk out long before weight becomes an issue. A heavy Amazon load is in the 70,000-80,000lb range. We’re mostly around 40,000-60,000lb range.

travaz wrote:

Thanks wj always in the know. One thing I notice when I order is I get a huge box stuffed with paper as cushioning and an item that could have gone in a much smaller box. Could Amazon address this issue to improve the volume issue?

I think they've all been trying in one way or another to do so (i.e. also Walmart, Target, Macys, etc.). FedEx Ground and UPS imposed, for many shippers, dimensional weight charges precisely because of this. Don't know what Amazon does or does not pay for in their contract, but it behooves everyone to keep the bulk down if possible. Of course, the reality is that if you don't have the perfect-sized box at the individual packer's table where you're loading the package, most likely you just do your best, push it onto the conveyor, and move on to packing the next shipment. Also, some orders just don't lend themselves to fitting perfectly in a particular standard box. Amazon has done a lot ot minimize "wasteful" retail packaging, particularly on things like Amazon Basics batteries, lightbulbs, etc. I notice that certain items from many of the major retailers, particularly clothing, no longer come in a box but rather in a Tyvek or similar envelope.

But this doesn't always work. On the flip side of this, when my car's alternator quit about 18 months ago, I ordered a brand-new Bosch one from Amazon; they had just introduced a big Amazon sold-and-shipped Bosch parts presence that they now seem to have dropped. The price was stupidly-reasonable -- like $50 less than a refurbished one from the best low-priced car parts suppliers like PartsGeek or RockAuto. Unreal, fabulous. Shipped it right to the shop my car was in, arrived the next morning by UPS. However, they had just slapped a label on the kind of Bosch retail box that sits on the shelf at the Auto Supply place and dropped it on the loading dock. So the alternator beat the crap out of the box, shifting around inside it, and broke the connector off the alternator, so it was worthless and uninstallable. Amazon took it back, of course, but what a waste. I then had to buy a refurb one for $100 more than the new Amazon one so I could have the car back. Grrrrrr...completely irresponsible. To prevent further damage, I actually packed it properly to ship back to them. So, maybe to save packaging, they murdered a $250+ auto part that was in no way gonna survive the journey...

Acey559 wrote:

Yes both the main deck and bellies are loaded. Often times on lightly loaded planes the belly will be full of empty containers shuffling back and forth between stations. And no, our planes are never empty. It depends on the route and the day but we are usually very full on most flights. Though as noted, we bulk out long before weight becomes an issue. A heavy Amazon load is in the 70,000-80,000lb range. We’re mostly around 40,000-60,000lb range.

What are typical weights for more-traditional cargo flights, for example what forwarders ship and receive via MIA? I get the impression that Amerijet, Northern, etc., are running heavier on those routes?

wjcandee wrote:

Acey559 wrote:

Yes both the main deck and bellies are loaded. Often times on lightly loaded planes the belly will be full of empty containers shuffling back and forth between stations. And no, our planes are never empty. It depends on the route and the day but we are usually very full on most flights. Though as noted, we bulk out long before weight becomes an issue. A heavy Amazon load is in the 70,000-80,000lb range. We’re mostly around 40,000-60,000lb range.

What are typical weights for more-traditional cargo flights, for example what forwarders ship and receive via MIA? I get the impression that Amerijet, Northern, etc., are running heavier on those routes?

It varied but was usually north of 120,000lbs of freight. I think the most I took when I flew it was around 140,000lbs. We sometimes had to leave freight behind though because we were usually runway limited out of SJO. Pretty much every flight was at the limits of performance.

travaz wrote:

When exactly does the crunch hit the system? As far as PHX ( my home airport) how many planes will be operating out of PHX. One last question. What is the difference between the 767-200 and 300 as far as payload?

December 10-22. Operations at PHX UPS/FDX usually run all day. Flights run to/from places other than hubs.

Thanks everyone for the information. I find it interesting.

N773AX scheduled to depart to CVG from ILN

cmairplaneman wrote:

N773AX scheduled to depart to CVG from ILN

Back tot he grind. Looks like it had a heavy check back in March, just 60,000 hours and 44,000 cycles on her.

Spacepope wrote:

cmairplaneman wrote:

N773AX scheduled to depart to CVG from ILN

Back tot he grind. Looks like it had a heavy check back in March, just 60,000 hours and 44,000 cycles on her.

Yeah and a new paint job too- looks like plain white

cmairplaneman wrote:

Spacepope wrote:

cmairplaneman wrote:

N773AX scheduled to depart to CVG from ILN

Back tot he grind. Looks like it had a heavy check back in March, just 60,000 hours and 44,000 cycles on her.

Yeah and a new paint job too- looks like plain white

Huh, I thought that this was a C-check-type visit. It was there for 2 months. But no question that in March there was a fair bit of stringer replacement, skin work, corrosion identification and repair on fittings, and other stuff. In connection with repainting in March? It does seem like the stuff they found was the kind of stuff they find on an HMV, however, so I don't know.

So as Peak begins, of the ABX fleet, only 744AX is in maint at ILN.

On the ATI side, 620DL seems to have finished its HMV at TPA today, and flew to ILN. If it's working right, it will go back into the rotation of 4 ATI 757Fs that serve DHL. This will free up 255CM, an ATI 767 which has been covering for it and which is planned to be used on UPS Peak work. The last ATI 757 (a combi) that went through service at TPA didn't fare so well: went waaay over schedule and after return to service promptly experienced a diversion with troops on board, so was sent to ILN for 5 weeks until it was ready to go back into service. So let's hope this one came out all-fixed; otherwise they might be an aircraft short to handle the UPS assignment.

Those ATI combis fly across big swaths of water and uninhabited land (one regularly goes to THU in Greenland; one regularly goes to Wake Island from HIK, etc.), so they have to be extra-reliable because there's nowhere nearby to divert to.

wjcandee wrote:

cmairplaneman wrote:

Spacepope wrote:

Back tot he grind. Looks like it had a heavy check back in March, just 60,000 hours and 44,000 cycles on her.

Yeah and a new paint job too- looks like plain white

Huh, I thought that this was a C-check-type visit. It was there for 2 months. But no question that in March there was a fair bit of stringer replacement, skin work, corrosion identification and repair on fittings, and other stuff. In connection with repainting in March? It does seem like the stuff they found was the kind of stuff they find on an HMV, however, so I don't know.

We will look for new SDRs to pop up, but a recent 2 month stay after an apparent heavy check might have been a scheduled rear pressure bulkhead replacement, so independent of a C check.

620DL flew to ILN? Looks like it’s in PHL right now...

cmairplaneman wrote:

620DL flew to ILN? Looks like it’s in PHL right now...

Good catch: I meant CVG. It was positioning to pick up one of the 4 normally-757 flights that ATI flies for DHL, and replace N255CM. I was curious whether it would jump right in, or wait a day or so. Looks like it jumped right in last night.

cmairplaneman wrote:

Spacepope wrote:

cmairplaneman wrote:

N773AX scheduled to depart to CVG from ILN

Back tot he grind. Looks like it had a heavy check back in March, just 60,000 hours and 44,000 cycles on her.

Yeah and a new paint job too- looks like plain white

Exported yesterday to West Air Sweden, reg SE-RLD

Spacepope wrote:

cmairplaneman wrote:

Spacepope wrote:

Back tot he grind. Looks like it had a heavy check back in March, just 60,000 hours and 44,000 cycles on her.

Yeah and a new paint job too- looks like plain white

Exported yesterday to West Air Sweden, reg SE-RLD

Well, there's our explanation; it was getting maintenance records reviewed and compiled, and any undocumented issues redone, all of which can be time-consuming.

Team 125’s 767-300 (UDG 15) is scheduled to depart ILN at 3:10. I really need to see this bird soon!

Yeah it came in from PVD the other day... I still think it's cool how much private 767 work they do...