Quote: Air Cargo Management Group's market forecast is based on an assumption that Boeing also will soon launch the new derivative of its jumbo, the 747 Advanced, and that this too will have a freighter version later.
If Boeing failed to launch that airplane — which would be a surprise — the market for the 777 freighter would be even bigger.
Both FedEx and United Parcel Service, the major express air freight companies, are committed in the next few years to expanding their MD-11 fleets by converting old passenger jets, Dahl said.
Roughly 160 MD-11s worldwide are slated for such conversions.
Jacobin777 From United States of America, joined Sep 2004, 15374 posts, RR: 58
Reply 6, posted (11 years 3 days 2 hours ago) and read 10333 times:
Quoting FBWless (Reply 5): you mean "bye bye 747AdvF", the 744ERF is already in service
really, I would rather go with the seattletimes article than your opinion...
"Air Cargo Management Group's market forecast is based on an assumption that Boeing also will soon launch the new derivative of its jumbo, the 747 Advanced, and that this too will have a freighter version later"
"If Boeing failed to launch that (747ADV) airplane — which would be a surprise — the market for the 777 freighter would be even bigger."
Zvezda From Lithuania, joined Aug 2004, 10512 posts, RR: 63
Reply 7, posted (11 years 3 days 2 hours ago) and read 10281 times:
Quoting Solnabo (Reply 6): Why building 747ADV-F when Boeing got 773ER and maybe (just maybe) a 773ER-F version, I´m sure its gonna compete with 747ADVF...
If you think the B777-200F will significantly impact B747Adv sales, then you are ignorant of the freighter market. They have different capabilities. If you think Boeing would ever build a B777-300F, then you are aggressively ignorant. In the freighter business, weight is much more important than volume. Your hypothetical B777-300F would carry less payload by weight than the B777-200F, burn more fuel doing so, have less range, and cost more to manufacture. Only package haulers like FedEx and DHL might have any interest. To a general freight company a B777-300F would be absurd.
Beauing From , joined Dec 1969, posts, RR:
Reply 10, posted (11 years 3 days 1 hour ago) and read 10019 times:
Quote: In recent news briefings about the 777 freighter, Boeing executives say they believe a fuel-efficient, twin-engine freighter that can fly between a variety of cities will be competitive in range and payload with the four-engine A380.
PanHAM From Germany, joined May 2005, 10930 posts, RR: 33
Reply 13, posted (11 years 2 days 23 hours ago) and read 9464 times:
Good to see the go ahead for the 777LRF and I do think that the 747ADV Freighter will get the offical start as well this year.
The A380F has a big problem. loading the upper deck, which will be very difficult if not impossible with conventional, height adapted high loaders and loading outsize pieces. That will limit its operations hub to hub, good for integrators but look at the route structire of Cargolux, no way they can make full use of the A380 throughout their netowork. The can with the 744F and will be able to do so with the 747ADVF as well.
Widebodyphotog From United States of America, joined Jun 1999, 917 posts, RR: 66
Reply 16, posted (11 years 2 days 22 hours ago) and read 8625 times:
Quoting BoeingBus (Reply 11): So no, sales of the 747Adv should do well, as its more efficient and bigger that the 777... The A380 lacks key features to compete fully with the 747Adv, such as loading aspects...
The 777F will have 15-20% better ton/mile economics than the current 747-400ERF. It will burn less fuel for a given payload and have longer range with a full volume or structural weight limited payload. This is significant as it will allow such routes as NRT-SFO with full payload and without a costly technical stop in ANC. 777F will be able to load 22 120 inch high pallets vs the 747-400F's 21. Despite the 747's nose door the advantage here goes to 777F because those pallets are too high to load through the nose anyway.
Fundamentally I do think there will be some impact on future 747F sales driven by operators who do not absolutely need the extra 20t of payload or two additional main deck positions that the current 747 offers, and who are attracted to the much lower operating cost. As far as the 747ADV Freighter goes, it will offer four more main deck positions vs the current 747 plus 12t more structural payload. The 747ADV proposal Boeing has released shows a slight increase in fuel capacity, so this combined with more efficient engines should keep range on par the the current 747-400ERF. Still, 747ADVF will be a much more expensive plane to purchase and operate than any 777F, and the advantages of operating 747F's are for carriers who specifically require it's unique capabilities. If operators are willing to trade a few less main deck pallet positions, for longer range and lower operating cost the 777F will be the choice more often than not.
Quoting MauriceB (Reply 8): no it won't, the 777-300ERF is, just like the A380F underpowered for big cargo stuff and therefore only good for package flights...
Actually the problem with a potential 773F is that while you would gain an additional six main deck positions plus four on the lower deck, range with a similar payload to 772F would suffer dramatically. Power is not a problem, as GE90 power can easily be extended beyond 115,300lbs , but the structural capability of 773 can not be extended much over an allowable MTOW of 800,000lbs. This limits fuel load with a near maximum payload, and subsequently range. You would end up with an aircraft that could load just as much as a 747-400ERF structurally, but range would be as much 1,000nm less. So for the moment, a 773F not a very good idea.
If you know what's really going on then you'll know what to do
NA From Germany, joined Dec 1999, 11585 posts, RR: 9
Reply 17, posted (11 years 2 days 22 hours ago) and read 8555 times:
zero surprise here.
That the 777LRF makes a great freighter (apart from its inevitably sky-high, and, therefore in some cases prohibitive, pricetag) and is the perfect replacement for all the DC-10F, MD-11Fs and part of the 747 Classic freighters in the the next decade is without a doubt.
Ikramerica From United States of America, joined May 2005, 22174 posts, RR: 59
Reply 18, posted (11 years 2 days 21 hours ago) and read 8401 times:
The 777LRF and 773ER effectively kill off the new 747 production, which of course is the plan for Boeing. They want to move on from the 747. They are basically now in the 747F conversion business, with most new "orders" for the plane as SF conversions.
The whole point of the 777F is that it will carry the same cargo pallets, have the same cockpit, and use the same pilots as the 744F,ERF,SF,ERSF, so it makes integration and transition easy.
Which would also indicate that any new freighter version of 74xadv, 797 would also share those same economies.
PS - what makes the MD11 such a great cargo plane compared to it's flopping as a pax plane? Is it the 3 engines vs. 4, but longer range than a twin aspect, or is there something else at work (or is it just that it's easy to get them?). I liked flying in the MD11 the one time i did so for all of 1 hour.
Of all the things to worry about... the Wookie has no pants.
Yyz717 From Canada, joined Sep 2001, 16525 posts, RR: 54
Reply 19, posted (11 years 2 days 21 hours ago) and read 8300 times:
Quoting Ikramerica (Reply 18): PS - what makes the MD11 such a great cargo plane compared to it's flopping as a pax plane? Is it the 3 engines vs. 4,
Good question. Several reasons:
1. The M11 always had an F version on offer. Fedex was an early M11 customer, so its freighter capability was always proven.
2. The early M11 fell short of promised range/payload guarantees which lost it some passenger-version sales (in particular, SQ).
3. The A340 never had an F version, whether as a new build or as a conversion.
4. Fedex operates a huge portion of the worldwide M11 fleet, so it distorts the stats.
I dumped at the gybe mark in strong winds when I looked up at a Porter Q400 on finals. Can't stop spotting.
Ultrapig From United States of America, joined Dec 2003, 608 posts, RR: 0
Reply 22, posted (11 years 2 days 20 hours ago) and read 7419 times:
Maybe someone can help me-I assume the capital cost of a 777lrf is much more than a used 747-400 converted to a freighter. Since the "passengers" on a freighter don't care about the age of the plane can the improved operating ecomics make up for the huge capital cost diffential-Is one of the reasons that large freighters unlike the small DC9 and 727 counterparts spent alot of time in the air?