747-400SF details
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for those who might be interested here is the article
(c) Aircraft Commerce
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New conversion programmes for 747-400 & 767-200 launched by Bedek Aviation 8t Aeronavali.
With a continuing fail in aircraft values, new passenger-to-freighter programmes have been launched for the 747-400 & 767-200.
First converted aircraft should enter service in 2005.
Bedek Aviation has released details of its 747-400 freighter conversion programme. Bedek expects to induct the first aircraft before the end of 2004, and deliver the first aircraft by the third quarter of 2005. Once production has stabilised, Bedek estimates it can convert six to nine aircraft per year.
Timing of a freighter conversion programme relies on values of passenger-configured aircraft falling to a level that makes the total eost of preparing a 747-400SF for service low enough to make operation economic for target freight airline customers. Estimates are that the 747-400SF could command lease rates of up to $600,000 per month. With a lease rate factor of 1.2%, total eost of preparation for service could not exceed much more than $50 million.
Bedek's conversion has a price of about $18 million for a passenger-configured aircraft, and is less than $20 million including a cargo handling system. Conversion would be more efficient when combined with a D check, but this would add to the eost. Downtime for a passenger aircraft when combined with a D check is expected to be about 120 days once production has reached maturity. Downtime and conversion eost will be less for combi- configured aircraft, although replacement of 80 floor beams is stiil required.
Bedek estimates that 747-400 market values will have dropped to about $32 million by 2006, when demand for
conversions will have pick,ed up. Aircraft acquired at this value will have a total eost of preparation to freighter of about $54 million, making the lease rate just about acceptable to airlines.
According to Bedek there are several internal container and pallet configurations for the main and lower decks.
The first option for the main deck is 30 96/100/125-inch containers. The second is for the same number of 88/100/125-inch containers and the third is for 21 10-foot lõng containers.
The first option provides an internal võlume of 20,600 cubic feet. The lower deck can accommodate 32 LD-1 containers, as can the factory-built -400F. Each container has an internal võlume of 175 cubic feet, providing a total of 5,300 cubic feet.
Overall, the aircraft has an internal container volume of 26,100 cubic feet.
The basic weight configuration of the aircraft is for maximum take-off weight (MTOW) to be upgraded from the various passenger aircraft weights to 875,000 lbs.
The maximum zero fuel weight (MZFW) can be upgraded to 610,0001bs from the passenger aircraft 535,000 lbs, 545,000 lbs or 565,000 lbs.
Bedek will encourage customers to upgrade the maximum landing weight (MLW) of their aircraft to 652,000lbs.
The maximum structural payload of the aircraft is MZFW less operating empty weight (OEW). OEW is lower for PW4000- and CF-80C2-powered aircraft than for those with RB211-524 engines, which will therefore have a lower maximum structural payload.
Bedek estimates the OEW aircraft with PW or GE engines will be in the region of 357,000 lbs, thereby giving a maximum structural payload of about 253,000 lbs. This is about 3,000 lbs higher than the payload of a RB211-524-powered aircraft.
The OEW and structural payloads of the factory-built -400F are 361,100 lbs and 248,900 lbs. The converted aircraft are therefore expected to have a small payload advantage.
The -400SF's payload is therefore about 15,000 lbs higher than the -200SF's. This maximum structural payload can be accommodated in a total cubic võlume of 21,600 cubic feet; generating a maximum packing density of 11.7 lbs per cubic foot. This is high compared to the densities of most freight. A packing density of 7 lbs per cubic foot will generate a volumetric payload of 151,200 lbs.
Bedek says the candidate aircraft for conversion are line numbers 726 and higher. About 20 -400s, with line numbers lower than 726, have a lower wing number and so make poor conversion candidates. Removing factory-built -400Fs, this leaves about 426 conversion candidates. About 102 of these have RB211-524 engines, leaving about 320 with PW and GE engines.
Bedek expects about 75% of these, or 240 aircraft, to be converted over an extended period. Bedek will convert the aircraft at a new facility in Rome, New York state.
Boeing has also recently announced its conversion programme for the 747-400. This will have a structural payload, including container tare weight, of about 250,000 lbs. Boeing expects to launch its conversion programme by the end of 2004, with the first aircraft expected to enter service in läte 2005. Boeing will provide the engineering, while conversions for the first three aircraft will be performed by TAECO, Xiamen in China.
Container configuration and internal võlume will be similar to Bedek's conversion. Although not confirmed, Boeing's conversion is expected to have a list price of $22-24 million.
Boeing estimates that about 980 aircraft will be required in the large freighter category, including DC-10s and MD-11s, up to 2022. About half of these will be converted aircraft. This implies a higher expected demand for 747-400 conversions than Bedek's estimate.
Now that Boeing is trying to launch its 747-400 passenger-to-freighter conversion programme it remains to be seen whether it will continue 747-400 production, since the majority of sales in recent years have been for freighter-configured variants.
One launch customer for 747-400 conversions is Cathay Pacific, which may convert some passenger-configured aircraft.