Fxramper From United States of America, joined Dec 2005, 7048 posts, RR: 92 Reply 3, posted (3 years 7 months 5 days 20 hours ago) and read 7843 times:
Conducting training/orientation flights now. Initial revenue service is MEM-ANC. There is a bid sheet available, but they need to hammer out pay rate first.
Fxramper From United States of America, joined Dec 2005, 7048 posts, RR: 92 Reply 5, posted (3 years 7 months 5 days 19 hours ago) and read 7736 times:
Quoting Stitch (Reply 4):
Are there still plans to run them non-stop between CAN and IND/MEM?
Bhmdiversion From United States of America, joined Dec 2008, 444 posts, RR: 0 Reply 6, posted (3 years 7 months 5 days 18 hours ago) and read 7594 times:
FDX 9985 (I think that was the number) went out of MEM on Saturday on a KIX run. Might have been training though.
Why would they operate that non-stop? That is 7900nm surely there isn't much of a useful load as far as a cargo plane goes at that range. Wouldn't it just be direct with a stop in ANC? Maybe I am missing something. Even Boeing publishes the max range at 4800nm.
One mile of highway gets you one mile, one mile of runway gets you anywhere.
Stitch From United States of America, joined Jul 2005, 26948 posts, RR: 83 Reply 9, posted (3 years 7 months 5 days 16 hours ago) and read 7304 times:
Quoting Mpdpilot (Reply 8): Why would they operate that non-stop? That is 7900nm surely there isn't much of a useful load as far as a cargo plane goes at that range.
The 777F can lift ~60t that distance. I've been told average package carrier payload densities out of Asia are about 150kg/m3, so at 60t that would be 400m3. So a 777F would be operating at about 60% capacity in terms of payload weight and volume. If FX carries lower density cargo, they would be able to improve the usable volume.
Stratosphere From United States of America, joined Sep 2007, 1622 posts, RR: 3 Reply 11, posted (3 years 7 months 5 days 14 hours ago) and read 6167 times:
Quoting Bhmdiversion (Reply 6): FDX 9985 (I think that was the number) went out of MEM on Saturday on a KIX run. Might have been training though.
A/C 850 has been on FAA proving/ETOPS valadation flights since 11/8 and will be concluded on 11/20 it is scenarios that the FAA conducts to show how pilots/dispatch and maintenance coordinate to handle various problems.
Quoting As739x (Reply 2): Saw it at Sea-Tac last wednesday.
That was a MEM-ANC flight purposely diverted to SEA simulating an engine problem.
You can use the ALPA Fedex jumpseat finder. Just put a city in the originating box in the upper left and it will show you all departures from that city on that date.
MPDPilot From United States of America, joined Jul 2006, 935 posts, RR: 0 Reply 16, posted (3 years 7 months 5 days 9 hours ago) and read 4150 times:
Quoting Stitch (Reply 9): The 777F can lift ~60t that distance. I've been told average package carrier payload densities out of Asia are about 150kg/m3, so at 60t that would be 400m3. So a 777F would be operating at about 60% capacity in terms of payload weight and volume. If FX carries lower density cargo, they would be able to improve the usable volume.
I realize they could operate it non-stop, but 60% seems kind of low. Why not the direct? just about every other trans pacific cargo flight from the eastern US stops in ANC or other places.
One mile of highway gets you one mile, one mile of runway gets you anywhere.
Pohakuloa From United States of America, joined Jun 2006, 370 posts, RR: 0 Reply 17, posted (3 years 7 months 5 days 9 hours ago) and read 4107 times:
I doubt we will see it in HNL, but with the amount of flights that come in here on a daily basis as well as the increase during the holidays, maybe we will get lucky!
DocLightning From United States of America, joined Nov 2005, 16935 posts, RR: 57 Reply 19, posted (3 years 7 months 5 days 8 hours ago) and read 3980 times:
Stitch From United States of America, joined Jul 2005, 26948 posts, RR: 83 Reply 20, posted (3 years 7 months 5 days 8 hours ago) and read 3950 times:
Quoting MPDPilot (Reply 16): I realize they could operate it non-stop, but 60% seems kind of low. Why not the direct? just about every other trans pacific cargo flight from the eastern US stops in ANC or other places.
OldAeroGuy did note that at a density of 9 pounds per cubic foot, on PVG-ANC a 777F would lift 207,400 pounds versus 170,000 pounds for an MD-11F, so that might be an option for some of the fleet.
Quoting Brons2 (Reply 18): One other question: Why ETOPS certification for cargo duty? I mean surely, Engines Turn Or Passengers Swim doesn't apply here.
BoxBoy From United States of America, joined Sep 2009, 42 posts, RR: 0 Reply 21, posted (3 years 7 months 5 days 8 hours ago) and read 3804 times:
Revenue flights in December. MEM-ANC at first then PVG, KIX, NRT, CAN, PEK. Should be 3 777's on property before Christmas.
Quoting Stitch (Reply 4): Conducting training/orientation flights now. Initial revenue service is MEM-ANC. There is a bid sheet available, but they need to hammer out pay rate first.
Pay negotiations will not hold up revenue flights. And, the bid has already been filled.
Cptspeaking From United States of America, joined Apr 2006, 639 posts, RR: 1 Reply 22, posted (3 years 7 months 5 days 8 hours ago) and read 3650 times:
Quoting Brons2 (Reply 18): One other question: Why ETOPS certification for cargo duty? I mean surely, Engines Turn Or Passengers Swim doesn't apply here
In addition to Stitch's response, (and please correct me if I'm wrong...), both FedEx and UPS have certificates allowing passenger carriage, they just don't exercise that. I'm not 100% sure on this though...
SunriseValley From Canada, joined Jul 2004, 3998 posts, RR: 4 Reply 23, posted (3 years 7 months 5 days 7 hours ago) and read 3620 times:
Quoting Stitch (Reply 9): The 777F can lift ~60t that distance. I've been told average package carrier payload densities out of Asia are about 150kg/m3, so at 60t that would be 400m3. So a 777F would be operating at about 60% capacity in terms of payload weight and volume. If FX carries lower density cargo, they would be able to improve the usable volume.
Stitch I think it can do better than that.. I would estimate the eastbound ESAD CAN-MEM at about 6800nm assuming +40K winds . From the load/ range tables the MZFW for that distance is 220t, deducting an OEW of 145t gives a payload by weight of 75t.
According to the tables, space available is 633.5 cu. meters, assume a space efficiency of .8 ( this according to Widebodyphotog) and load density of 150kgs/ cu. metre gives a max payload by volume of ~ 76t. So to all intents and purposes the aircraft is fully loaded.
Assumimg MTOW of 347t the fuel load CAN-MEM is 127t. Since the load by volume is maxed out there is no extra payload to be had by doing the route CAN-ANC-MEM . Fuel load for CAN-ANC and ANC-MEM amounts to ~ 125t. Thus in my view there is no advantage doing a refueling stop in ANC for a saving ~2t of fuel.
KELPkid From United States of America, joined Nov 2005, 5962 posts, RR: 4 Reply 24, posted (3 years 7 months 4 days 4 hours ago) and read 2304 times:
Quoting Brons2 (Reply 18):
One other question: Why ETOPS certification for cargo duty? I mean surely, Engines Turn Or Passengers Swim doesn't apply here
Obviously, you have never seen the Tom Hanks movie"Castaway"
Celebrating the birth of KELPkidJR on August 5, 2009 :-)
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