Leasing rate of a 757F?

[kre]

Dear all.

I am trying to do something new.
Therefore I am trying to find the leasing rate for a 757F from around year 1986 with about 72000 hours and 24000 cycles, does anyone know?

And... What would the cost per hour be with around 2500 hours of production per year for a 757?

If anyone can help I would appreciate!

Thanks!

KRE

[grounded27]

Trying to bend my head around your post.

An aircraft's lease rate has nothing to do with it's hrs or cycles.

More to do with dry rate (aircraft avilability is the driver) and wet rate (how much does it cost to operate?). Right now there is a market for 752f's as a large US based operator can not get them through mod quickly enough.

If you are to aquire one, crew and maintain one the wet rate for you id based on demand for this size freighter and the fuel burn per hour your customer is willing to pay. The more efficient the more mony on your end.

Think you are asking how costly is a 752f to operate per hr fuel/lb or kilo. This is the selling factor in ACMI operations. I know of more 752's in acmi contracts than -f's.

Heavy mx is usually on the owner (your hrs and cycles play a factor here) and engines but this is detailed in a dry lease contract.

Suppose the first thing you need to know is the fuel burn at mgw/cruise, have a market that can take advantage of optimal usage then sell based on the hourly fuel costs and the variable of your operating costs in mind.

Not knowing your position in the transaction you inquire makes it hard for me to say. But dry,wet or complete ACMI would help.

Info 752F drivers could provide on fuel burn would help none the less, I do not have this information atmy finger tips at this moment.

I love the ACMI business, hope this was not a useless rant.

[shittykitty]

does any body have the charter rates(approximatleiy) for most a/c

747-200 -400 md11 dc 10 757 767 and the euro bus lot?

[kre]

Hi Grounded27

Thanks for your feedback, was good for me!
It looks like you know something about the business yourself!

I guess i did not explain myself good enough. The thing I would like to do is either to dry lease or purchase a 75F myself and do ACMI/wet lease.

I am hopping for the ACMI market! But for me to do the calculation on the 75F I would need more specific numbers on the AC. That is why i am trying to find the monthly leasing rate, that I have to pay the bank! And As you mentioned yourself fuel flow, engine and overall maintenance and so on. I know the flying part pretty ok, I fly but not the 757, yet!


I would appreciate any input from anyone, thanks a lot!

KRE

[four engine jock]

Monthly Lease Rate DRY. $155.000 Reserves will be $550 per flight Hour. PM if you want one.

[kre]

Thanks Four eng jock

That was very helpful. Do you have any other specifications on the 75F?

If it is to any help I can say that the distance that I am looking for is 2500 nm sector with a rwy of 1800 meters for take of. How much pay load can I take on that sector?
And how much is the payload for a 3300 nm sector?
And still how much is the hourly cost for the 75F?
All is on a standard day.

Thanks all of you out there!

KRE

[zerograv]

Kre

Some figures from the last flight I did on a 75 (Pax config aircraft; don't know about a Cargo config)

TOW = 110.5 tons
Payload = 20.5 tons
Fuel Burn = 23.3 tons
2550 NM sector, approx. 6 hours sector
Takeoff from a 2200m Rwy

Aircraft: MTOW = 115 tons; OWE = 61.5 tons

Works out, roughly, 3.9 tons fuel flow/hr (which sounds about right as we were close to MTOW of the aircraft). As a general figure for "ball park" calculations we use 3.5 tons Fuel Flow/hour. Would say that performance wouldn't allow for much more than that. Fuel at end of flight was 5.5 tons, so you could fly for another 20 or 25 mins before you start entering on your final reserves.

About your Rwy of 1800 m, have a suspiction that is going to greatly limit your performance and payloads you can eventually takeoff from there but I'm not able to offer any data on that right now.

Good luck with your business plans!!! :ok:

Zero

[kre]

Hi Zerograv

Thanks a lot for the details! that is a big help for us!

If you can get the details for the 1800m rwy, about how much you can take of with in payload and still fly for 2500nm. I would appreciate a lot!

Ones again, thanks to you all!

Kre

[boredcounter]

1800m runway with what obstacles?

[kre]

Hi Boredcounter

Tanks for asking.

I just want to know, with max payload on an 1800m rwy on a standard day how much fuel can I take and how many nm can I fly?
And, if I want to fly a distance of 2500nm what would be the max payload?
The airport could be EGPD Aberdeen, it is 1829m.
The obstacles are of no interest, it is the field performance that I would like to know, what can I takeoff with!

Ones again, thanks for the help.

KRE

[boredcounter]

@ MTOM and off an 1800m runway, the Crew may well be very interested in the obstacles...................

Not in the office till Wednesday, but subject to: no cost to my Employer and given time I will have a look at ABZ for you (as an example).

If I get the time, please bear in mind, I work with pre86, non E4 engined 757s.

APS is approx 55,000Kg

MTOW up to 108000Kg

MZFW around 83000Kg

About 28000Kg is the max payload, regardless of fuel or runway perf issues.


Bored

[kre]

Hi Bored

Thanks for your help! I am waiting for your info.

But one thing. On boeings webpage they say that MZFW is 90700kg and SOEW is 51700kg that is 39000kg for payload.

KRE

[boredcounter]

Think I understand you now.

The numbers you have sound more like -200PF weights. My company operates -200SF models.

All the details I could try and look at for you would be useless for your research in that case. I do not have any PF data available, sorry.

Good luck anyways mate,

Bored

[Best foot forward]

39000 sounds good, but depending on what you are carrying, the problem is fitting it in.

EAT have a PF you could always try giving them a ring to see what the figures are.

[Kakpipe Cosmonaut]

Out of ABZ you are looking at about 99T off either runway on an average non contaminated R/W. That's with E4 Roller engines. (Just did the CTOP)

[kre]

Hi BFF

Thanks! I thought that 39000 was a good number. But I looks like it is depending on the AC and eng.

Thanks

KRE

[kre]

S9999

Ya, that is a good idea. But do you know the price is for a conversion?


KRE

[kre]

Hi KC

Thanks.

Is that all for a abz? Ok so that would be around 9000kg of fuel, am I right that it would give me just over 2 hours flight time around 900nm?

KRE

[boredcounter]

Out of interest, what MLW are you working to?

[ElectricWhale]

Just how different are the weights between the PF and the SF?

[oceancrosser]

We have a few -200PCFs and a single -200PF with Roller (535-E4). Doing a quick calc for an 1800m rwy (no obstructions) in std conditions gave me a max towt of 105,7 tons. For a 2500nm flight (6 hrs) figure a take-off fuel of around 27 tons. The typical OEW is around 51 tons so you might theoretically get a payload of around 27 tons. Figuring for variations, 25 tons might be a realistic regular load. You might be close to maxing out on volume at that weight, depending on the payload. Not many things will let you get max payload (38 tons on the -200PF) but I have done it a few times.

The converted aircraft e.g. -200PCF (Precision Freighters conversion) have varying weights depending on their original certification. Look closely at these, you want a high gross weight, high landing weight airplane.

[kre]

Hi oceancrosser

Thanks a lot for the info! That was very good numbers, you got for me!
Around 105,7T for takeoff that is good!
If the volume is not a problem and I can get 38T of payload in the AC how fare can I fly with 16,7T of fuel (105,7-51-38=16,7)?
And it is the -200PF with the E4 and E4B that is the best?

Thanks

KRE

[boredcounter]

As a learning curve on all 757 types.

Mine are early 82-85 types with non E4 donkeys. MLW is c90.000. What is the MLW for the PF?

Thanks for your reply in advance, looking to learn,

Bored

[kre]

Hi Bored

I think that MLW for the 757F is almost the same on all of them, from 90T to around 92T. But the actual number I don't know.

KRE

[kre]

Hi ElectricWhale

The weight difference's between the PF SF and PCF I don't know! But I guess we are going to know later!

Thank you all for getting me the numbers!

KRE

[boredcounter]

Work backwards.

MLW + reserve fuel + Alternate fuel =

[oceancrosser]

Landing weights on 75Fs in our fleet are almost uniform 95,254 kgs, a single one is 89,811. The landing weight can be increased but it involves paying Boeing an arm and a leg and through the nose as well.

With a take-off fuel of 16,7 tons you can assume a 3-3,5 hr sector depending on payload, landing with 4-4,5 tons min.

The RR RB211-535E4 powers later model 752s. The -535E4B powers solely (to my knowledge) the B757-300 (of which there are no freighters yet, but will probably make a good 18 pallet freighter in due course).

I have never flown a 757 with P&W but they apparently burn a little less. These should however not be discounted if available.

[kre]

Hi oceancrosser

Thanks for your information, it is good info!

So the best 757F is the one with RR E4 engines and high MLW. And 16,7T of fuel can have the 757F flying for 3 to 4 hours, -depends on load, around 1300nm? that is great!

Thanks

Kre

[kre]

Dear All

Many thanks for the info that I got from you all.
The info that I got have made it possible to do some calculations, and that was all that I needed.

Again a big THANKS to you ALL!

I have now another question:
Where can I find info on price and cargo from US to Europa?
The link is here:
http://www.pprune.org/freight-dogs/436756-where-can-i-find-info-price-cargo-us-europa.html#post6123039

Regards

KRE

[mastafreighter]

With due respect, if you haven't defined your cargo market both ways, then you shouldn't have determined the airframe. Requirement needs to come first with a decent yield. You will need to be getting an incredibly high rate westbound as 30tonnes of freight anywhere US to anywhere Europe will generate max $1.00/kg plus fuel/war surcharges which won't pay the costs. If you have to tech stop anywhere then you'll be bleeding to death very quickly.

If you do find the "golden" freight westbound, then if the majors don't know about it (unlikely) then they soon will and everyone will compete for it driving the yield down well below your costs. Pax upstairs means freight downstairs can be carried cheaply.

In the meantime, ask a decent Cargo GSA in the USA to run the eastbound numbers for you.
A-Z Airfreight Directory - Airlines´ General Sales Agents - United States (http://www.azfreight.com/azworld/aw27404.cfm)

Good luck

MF

[kre]

Dear Mastafreighter

First, Happy new year to you!
and thanks for the info on the cargo!

I will check the link!

Regards
Kre