VSMUT wrote:LAX772LR wrote:VSMUT wrote:I honestly expect A330P2Fs to take the lions share of the market, not new build freighters.
Unless it can cross an ocean at/near max payload (which it's doubtful it'll be able to) then that's unlikely.
Best it can hope for at that point is intra-Asian freight; but the A330F hasn't been a stellar seller at all there either.
A 767 can't cross the Atlantic at full payload either, but that doesn't prevent it from somehow being the hottest cargo plane of A.net.
Boeing built a lot of 777Fs and has a fair bunch still to go. These will last easily 15-25 years. That will cover the TATL market.jeffrey0032j wrote:That would easily be crushed by Boeing if they decide to do a 787 BCF, which is a more capable plane. What we know is that Boeing has designed the 787's cabling such that there is a provision for a cargo door to be cut.
A new build 787 is phenomenally expensive, it would suffer like the A330-200F. Secondhand 787 conversions won't happen until 787s start getting replaced by airlines en masse, realistically not until a 787NG has been around for a while.
The reason why the 767 is in high demand and the A330 is not for the cargo market is because the 767 is a smaller plane, meaning cargo consolidators like FedEx and UPS can fit in more planes on the ramp. Remember that cargo consolidators lease land from the airport, and every inch of the real estate has to be efficiently used, and the nightly bank of flights is when this gets critical. Whereas for a pax carrier, they may prefer flexibility in terms of size to suit different types of planes for different pax demand at different times of the day.
As for the 787, its a maturing product, and I am guessing that a BCF will be available in the next few years. They can work on the first lot of frames as these are slightly less desirable due to additional weight.