Daysleeper
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Boeing & Aeronavali launch 767-200SF
Boeing and Aeronavali have launched the 767-200SF passenger-to-freighter conversion programme. Boeing, in fact, executed the exclusive license, granting to the Italian company all the rights for the conversions of the passenger 767-200 aircraft to freighter. Aeronavali is currently focusing its marketing effort in order to announce a launch customer for the conversion before the end of 2003. It has already said the first aircraft will be inducted for conversion by the second half of 2004. This will be followed by certification and entry into service of the first aircraft the middle of 2005.
The 767-200 passenger fleet has 16 different maximum take-off weight variants of the 767-200/-200ER, and a varying number of each were built. MTOWs vary between 279,900 lbs and 395,000 lbs. The most numerous are the 351,000 lbs version, of which there are 55.
In addition to a large number of different weight variants, there are also several different wing numbers, engine types and landing gear specifications. The configuration of the original passenger aircraft determines what weight upgrades can be performed on the aircraft during conversion.
Aeronavali is offering two basic models of -200 converted aircraft; the baseline model with a MTOW of 320,000 lbs and a high weight variant with a MTOW of 351,000 lbs.
The baseline aircraft has a maximum zero fuel weight of 258,000 lbs and structural payload of 93,400 lbs (see table, this page). The aircraft can carry its maximum payload of 93,400 lbs up to about 2,000nm.
The baseline aircraft compares to the A310-300 with a MTOW of 330,700 lbs and MZFW of 249,100 lbs. This has a structural payload of 86,200 lbs, which can be carried about 2,900nm.
A higher weight model of the -200 is offered. Aircraft with the standard MZFW of 258,000 lbs have a structural payload of 93,400 lbs, and can carry this about 3,200nm.
A MZFW increase to 266,000 lbs during modification is under study, and a structural payload would be raised to 101,400 lbs (see table, this page). This payload can be carried up to about 2,800nm.
These two versions compares to the A310-300 with MTOWs of 346,125 lbs and 361,560 lbs, both of which have a MZFW of 251,320 lbs and structural payload of 88,400 lbs. These aircraft can carry their full payloads about 3,000nm and 3,300nm.
Higher weight models of the -200ER aircraft will range performance longer than the highest weight A310-300 variants. There are more than 90 767-200ERs with MTOWs of 351,000-395,000 lbs.
There are two main types of internal container configurations. The first uses 20 88-inch by 125-inch containers, although are modified to go at the front and rear of the aircraft. These have an internal volume of 410 cubic feet. The other 18 standard containers each have an internal volume of 502 cubic feet, providing a total of 9,856 cubic feet for the main deck.
The lower deck has 22 LD-2 containers, each providing 124 cubic feet, taking total underfloor volume to 2,728 cubic feet. Bulk volumes provides a further 430 cubic feet, taking total for the aircraft to 13,014 cubic feet.
This compares to a standard structural payload of 93,400 lbs, which would this allow a maximum packing density of 7.21bs per cubic foot.
The higher specification payload of 101,400 lbs allows a maximum packing density of 7.81bs per cubic foot.
The alternative variant of accommodates 22 88-inch by 108-inch containers. Each has an internal volume of 355 cubic feet. With underfloor LD-2 containers and bulk volume, total volume is 10,968 cubic feet. Maximum packing density is thus 8.5 lbs per cubic foot for an aircraft with a standard payload. Aircraft with a higher payload capacity will have a maximum packing density of 9.2 lbs per cubic foot.
These two configurations compared to the A310-300 which has a maindeck internal volume of 8,160 cubic feet and underfloor LD-3 volume of 2,044 cubic feet. Total volume on the A310-300 is 10,814 cubic feet; allowing a maximum packing density of 8.l lbs per cubic foot.
Aeronavali says price of the conversion will be less than $10 million, including cargo handling system ,but actual cost will vary with required weight upgrades. The process of conversion will standardise aircraft to one of the two specifications offered by Aeronavali. The cargo handling system may be offered by Ancra.
In addition to freight conversion, cost of aircraft acquisition of maintenance during conversion has to be considered. Market values of older 767-200s are now less than $8million, and it is likely the total production cost will be less than $20 million. A monthly lease rate factor of 1.2% means a lease rental of about $240,000 would be required to justify investment.
The actual market lease rate airlines are expected to bear are in the region of $220,000-240,000, indicating values are now at the right level for conversions to start. The market for medium widebody freighters is expected to be strong, since these should replace a large percentage of large narrowbody types. The 767-200's range capability also strengthens its position. The 767 freighter is already operating with the four airlines in the Lan Chile Group and Tampa Airlines Cargo has selected it to replace its ageing fleet of DC-8s. One of the 767-200SF's main targets is DC-8 replacement.