WeirdLinguist From United States of America, joined Jun 2009, 44 posts, RR: 0 Posted (2 years 10 months 1 week 3 hours ago) and read 3139 times:
747-8F will be replacing 747-200/300F without increasing capacity like A380F would but at the same time:
1) 747-400 pax versions are gonna be retired by many airlines next 2-3 years, some of those would be converted to F (rest grounded and/or sold to second/third tier airlines)
2) No one knows for sure whether this project will even materialize but the A380 is already flying
Scorpio From Belgium, joined Oct 2001, 4934 posts, RR: 51 Reply 1, posted (2 years 10 months 1 week 3 hours ago) and read 3113 times:
Quoting WeirdLinguist (Thread starter): 2) No one knows for sure whether this project will even materialize but the A380 is already flying
I think that at this time the chances of the 747-8F actually flying and being delivered are quite a bit bigger than the chances of the A380F ever flying...
"The stretch provides customers with 16 percent more revenue cargo volume compared to its predecessor. That translates to four additional main-deck pallets and three additional lower-hold pallets." http://boeing.mediaroom.com/index.php?s=43&item=755
Stitch From United States of America, joined Jul 2005, 23614 posts, RR: 79 Reply 3, posted (2 years 10 months 1 week 3 hours ago) and read 3046 times:
The 747-8F is already in production, so your second comment is just being snarky or a sign of ignorance.
The 747-8F leverages the existing infrastructure at any cargo facility in the world designed to handle earlier model 747s whereas the A380-800F requires additional infrastructure to support operations on the upper deck. The A380-800F also has different load limits on each of it's cargo decks which means pallets destined for the upper deck need to be lighter so when they're interlined with single-deck freighters either upstream or downstream, they either go out at the same light weight or they need to be re-configured, both of which lowers efficiency and economics.
For these reasons, and likely others, the "heavy cargo" market did not show sufficient interest in the A380-800F to order it.
Ulfinator From United States of America, joined Mar 2004, 301 posts, RR: 0 Reply 5, posted (2 years 10 months 1 week 3 hours ago) and read 2922 times:
Also don't forget that the positioning of the 748 having thecockpit over the cargo area, allowing for a nose door, compared to the cockpit being in between/slightly overlapping both decks on the A380F is a bonus for carriers of over-sized cargo.
Keesje From , joined Dec 1969, posts, RR: Reply 6, posted (2 years 10 months 1 week 3 hours ago) and read 2914 times:
Airbus decided to set priority on the passenger aircraft delaying the F for many yrs. Customer Fedex & UPS could not except.
Since then airlines bought the 8F only because it was so good. No alternative helps too.
In the next years scores of 747-400 will be replaced and become available for conversion into pretty good cargo arcraft. Price including D check << $100mln.
If those will become popular? If current 747 cargo fleets are an indication..
Stitch From United States of America, joined Jul 2005, 23614 posts, RR: 79 Reply 7, posted (2 years 10 months 1 week 1 hour ago) and read 2754 times:
Quoting Keesje (Reply 6): In the next years scores of 747-400 will be replaced and become available for conversion into pretty good cargo arcraft. Price including D check << $100mln.
Considering the number of 747-400 converted freighters being sent to VCV and other storage depots compared to the dedicated freighters, it appears the pax-to-freight conversions have inferior operating economics.
Either that, or everything being shipped is of a length that requires the nose-door.
Therefore, this might put a slight damper on cargo company's enthusiasm for the type since they only seem to really work when cargo demand is very strong and they can charge higher rates.
757GB From Uruguay, joined Feb 2009, 532 posts, RR: 2 Reply 8, posted (2 years 10 months 1 week 1 hour ago) and read 2721 times:
I would have to look for the information. There was a very good report on freighters not long ago which described that the pure freighter does indeed have better economics than a converted freighter. The disadvantage of course is the high initial investment on the pure freighter. I'll try to find that report because it makes very good reading...
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WeirdLinguist From United States of America, joined Jun 2009, 44 posts, RR: 0 Reply 9, posted (2 years 10 months 1 week ago) and read 2610 times:
Quoting Khobar (Reply 2): Where did you get that idea from?
"The stretch provides customers with 16 percent more revenue cargo volume compared to its predecessor. That translates to four additional main-deck pallets and three additional lower-hold pallets." http://boeing.mediaroom.com/index.ph...m=755
Might not have been clear enough, this thread is about 380f vs 747-8f so in comparison the -8F is a smaller increase
Quoting Stitch (Reply 3): The 747-8F is already in production, so your second comment is just being snarky or a sign of ignorance.
Stitch From United States of America, joined Jul 2005, 23614 posts, RR: 79 Reply 12, posted (2 years 10 months 6 days 22 hours ago) and read 2349 times:
Quoting Thegeek (Reply 11): So, would an A388 combi have worked, pax on the upper deck and cargo on the main deck? I guess I know the answer, but why not?
I expect additional structure would have been needed to ensure that a fire on the cargo deck could not migrate into the passenger deck or prevent the heat from the fire from damaging the passenger cabin floor. You'd likely also need to isolate the passenger and cargo deck environments so smoke and toxic gases from a cargo deck fire would not infiltrate the passenger deck.
Byrdluvs747 From United States of America, joined Jul 2004, 1898 posts, RR: 1 Reply 13, posted (2 years 10 months 6 days 21 hours ago) and read 2326 times:
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