Moderators: richierich, ua900, PanAm_DC10, hOMSaR
TC957 wrote:Can the CF6 be modified by 2027 to satisfy the ICAO regulations then ? I mean, we are still 5 years away so time for GE to develop upgrades.
amdiesen wrote:UPS757Pilot wrote:Rumor has it that our MD11s will be retired within the next 4-5 years so we shall see.
respecting the quality of your posts and potential for the rumor to be true., this doesn't make sense to me. Brown does not yet have the orders in place, nor could the airframers fulfill the replacements in that time frame. Again, tip-hat as those mechanics generally figure out the prevailing winds quickly.
data points:
- Their does appear to be a number of ERSF orders globally where the carriers have yet to be publicly announced...
- The Boeings 767f extension argument appears to be based the idea that the 763f's carbon footprint is lower than replacement options (assuming the a330 and b787)
- 5X has 8 conversions, 72 new builds and 19 orders(likely to be filled by peak 2025)
- Fedex topped_up/firmed a 767 order a few weeks after the shareholders meeting last year. An outsider looking in would project that the next top_up order would be announced by the same time next year.
Its a challenge to see the b763f replacing the MD11s at UPS., or the 'sweat the assets' ethos become malleable for a symbiotic subfleet
sincere regards <tip hat>
747classic wrote:N289FE, the next 767-300F for FedEx made her first (B1) flight at June 24th 2022 with callsign BOE669, see : https://flightaware.com/live/flight/N28 ... /KPAE/KPAE
Aircraft data : L/N 1276 C/N 63136 B767-300F N289FE FEDEX (VT669)
For a picture of N289FE, after the B1 flight, see Matt Cawby's Paine Field blog of June 24/25 : http://kpae.blogspot.com/2022/06/paine- ... -2425.html
natc141 wrote:UPS places repeat order with Boeing for 767 freighters
https://www.freightwaves.com/news/ups-p ... freighters
Phosphorus wrote:natc141 wrote:UPS places repeat order with Boeing for 767 freighters
https://www.freightwaves.com/news/ups-p ... freighters
Does Boeing still have a space on it its order book (without production rate increase, that is), to deliver these before 2027 ICAO deadline for "non-compliant" aircraft production kicks in?
FiscAutTecGarte wrote:interesting... FedEx and UPS don't fly their 767s far enough to benefit (cost/savings benefit analysis) from the Blended Wingtip modification that some passenger carriers installed.
FiscAutTecGarte wrote:interesting... FedEx and UPS don't fly their 767s far enough to benefit (cost/savings benefit analysis) from the Blended Wingtip modification that some passenger carriers installed.
TropicalSky wrote:looks like another delivery today for FEDEX
https://flightaware.com/live/flight/FDX ... /KPAE/KIND
747classic wrote:The next for FedEx, N264FE, just airborne at 7 September for her first (B1) flight towards Moses Lake with callsign BOE672, see : https://flightaware.com/live/flight/N26 ... /KPAE/KMWH
Aircraft data : L/N 1281 C/N 66869 B767-300F N264FE FEDEX (VT672)
747classic wrote:N285FE, the next for FedEx, made her first (B1) flight at 04 December with callsign BOE677, see : https://flightaware.com/live/flight/N28 ... /KPAE/KPAE
Aircraft data : L/N 1291 C/N 63140 B767-300F N285FE FEDEX (VT677)
SEAorPWM wrote:Is ANA going to retire the whole 767 fleet in a couple years?
TC957 wrote:Can the CF6 be modified by 2027 to satisfy the ICAO regulations then ? I mean, we are still 5 years away so time for GE to develop upgrades.
strfyr51 wrote:TC957 wrote:Can the CF6 be modified by 2027 to satisfy the ICAO regulations then ? I mean, we are still 5 years away so time for GE to develop upgrades.
what exactly are the shortcomings of the CF6 that they cannot meet ICAO?
Phosphorus wrote:strfyr51 wrote:TC957 wrote:Can the CF6 be modified by 2027 to satisfy the ICAO regulations then ? I mean, we are still 5 years away so time for GE to develop upgrades.
what exactly are the shortcomings of the CF6 that they cannot meet ICAO?
There need not to be any specific shortcomings of the CF6 itself. It's just past 2027, a 767, powered with CF6 (among all 767 engine options, as well), will not comply with ICAO standard, announced at this point:
https://www.icao.int/Newsroom/Pages/ICA ... craft.aspx
Otherwise, CF6 is a very good engine. Except you cannot commercially operate a 767 with CF6, if the airframe build date is past 2027...
strfyr51 wrote:what exactly are the shortcomings of the CF6 that they cannot meet ICAO?
Stitch wrote:strfyr51 wrote:what exactly are the shortcomings of the CF6 that they cannot meet ICAO?
The CO2 emissions are in excess of what the ICAO rules allow on new-build airframes post-2027. As the CF6 is the only engine offered on the 767-300F (at least it is the only engine ever ordered), Boeing cannot offer commercial 767-300F airframes with the CF6 after 2027.
That being said, the PW4000 used on the KC-46A does not meet ICAO standards, either, so it would not be an option (the KC-46A is exempt as it is a military frame).
747classic wrote:N495MM (temp reg. N2013M) for Maersk Air Carco, operated by Amerijet International , delivery flight to Miami at July 22th with callsign AJT95, see : https://flightaware.com/live/flight/N49 ... /KPAE/KMIA
N2013M, KPAE, July 22th 2022
Original uploaded by Matt Cawby at twitter, see : https://twitter.com/mattcawby/status/15 ... 5109357568
Aircraft data : L/N 1270 C/N 67026 B767-300F (N2013M) CHINA CENTRAL LONGHAO AIRLINES ntu (VT734), N495MM, Maersk Air Cargo / Amerijet International
Phosphorus wrote:Stitch wrote:strfyr51 wrote:what exactly are the shortcomings of the CF6 that they cannot meet ICAO?
The CO2 emissions are in excess of what the ICAO rules allow on new-build airframes post-2027. As the CF6 is the only engine offered on the 767-300F (at least it is the only engine ever ordered), Boeing cannot offer commercial 767-300F airframes with the CF6 after 2027.
That being said, the PW4000 used on the KC-46A does not meet ICAO standards, either, so it would not be an option (the KC-46A is exempt as it is a military frame).
Thank you for going through the trouble of spelling that out.
So, 767-300F is legal for commercial operations, if built before 31.12.2027, and illegal, if built after 01.01.2028, correct?
Do we know the legal definition of "built" in these circumstances?
Handed over to customer? First flight performed? First taxi? Full body join? Number appearing on FAA registry? Builder's plate manufactured? Some components manufactured?
amdiesen wrote:Phosphorus wrote:Stitch wrote:
The CO2 emissions are in excess of what the ICAO rules allow on new-build airframes post-2027. As the CF6 is the only engine offered on the 767-300F (at least it is the only engine ever ordered), Boeing cannot offer commercial 767-300F airframes with the CF6 after 2027.
That being said, the PW4000 used on the KC-46A does not meet ICAO standards, either, so it would not be an option (the KC-46A is exempt as it is a military frame).
Thank you for going through the trouble of spelling that out.
So, 767-300F is legal for commercial operations, if built before 31.12.2027, and illegal, if built after 01.01.2028, correct?
Do we know the legal definition of "built" in these circumstances?
Handed over to customer? First flight performed? First taxi? Full body join? Number appearing on FAA registry? Builder's plate manufactured? Some components manufactured?
Between the recession, increasing cost of credit, reduced demand for cargo,... the availability for production slots becomes unconstrained.
Think with regards to the impact of sovereign debt costs and the persistence of inflation for the foreseeable future as these themes have yet to become part of the broad consciousness and discussions.
*of course this is a projection, but it’s based on analytics of a mosaic of data