Freight DogsFinally a forum for those midnight prowler types who utilise the unglamorous parts of airports that many of us never get to see. Freight Dogs is for pilots and crew who operate mostly without SLF.
15 orders 'lined up' with customers based in the USA, South America, Africa, the Middle East and Europe, and 'ultimately predicts demand for as many as 200'.
I see one major advantage of the MD-80 freighter over a 737; much easier access for loading equipment, and far less chance of damage to the #1 engine. Another couple of slight advantages would be less chance of FOD ingestion when visiting unimproved (or deteriorating) airports, plus the lower ACN, enabling visits to a lot more airports.
All secondary advantages hardly can beat primiary disadvantages: fuel burn, non-standard ULDs and possibly tricky W&B. I would be surprised to see any sizeable demand.
"After conversion the aircraft can carry twelve 88”x108” or eight 125”x88” ULDs or eight 125”x96” ULDs. This is the world’s first MD-80 passenger to freighter conversion."
With standard ULDs they can't load 125" across thus making MD80 freighter more comparable to -300 rather than -400. Probably still better than using non-standard ULDs.
Actually, it's closer to an Electra than a 737. You can load 125 laterally on a 737, but only longitudinally on a MD80 (and Electra, among others).
I appreciate the conflict between loader and no. 1 engine on a 737-300 is an issue; we've had 3 nacelle damages in 2 years. But from my point of view that's just about the only advantage the MD80 has over the 737, and I'm not sure that's enough.
I always like to see an STC for a new cargo aircraft but wonder about marketability. Other than the aircraft being extremely inexpensive to buy upfront. I had wondered about all of the B717's hitting the bone yard, I know a few start up pax operators have picked some up. They are shorter but much more fuel efficient to operate, I think of the possibility of a package carrier picking up more business in lower demand markets being able to operate at capacity.
What most people will not know, is that MD80, CAN load 96" pallets, along the aircraft , and you can transfer a standard wide body lower deck 96" pallet direct to the MD80 , you cannot do this with a B737! Might guzzle alot of fuel, but engines are half the price of the CFM on a 737, and the cost of buying the aircraft is also alot cheaper. You will find the aircraft being converted are mid 90's built aircraft, also younger than alot of the B737's. I think there could be a market for this aircraft?
MD 80 is a chapter II noise aircraft, while the 737 conforms to chapter III. I don't know about other regions but no way it would fly in Europe, especially not in the night hours. Many airports demand at least chapter III compliance, some even limit it further (by means of a list of approved aircraft).
I stand corrected, they managed to officially certify it chapter III. But in some countries it is not accepted in the night hours, as it is considerably louder than most other Chapter III aircraft. Some don't even count it as Chapter III as it is one the very edge of satisfying the Chapter III noise limits. Strictly measured it doesn't. Germany for example prohibits MD8X departures after 10 pm on most airports, as it is not in the "bonus list" (most other Chapter III aircraft are).
Crap plane !!! - I fly one now and I really enjoy it - did 721,752 and 762 + Biz Jets - Its great. They target 3 world countries so night or late departures out of European airports not a major concern - It is Stage 3 and with bolt on conversion hush kit, stage 4 - Cheers
