747-400 Special Freighter
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747-400 Special Freighter
IAI's Bedek Aviation Group Announces Boeing 747-400 SF Passenger to Cargo Conversion Program
Sep 23, 2003
First Delivery Scheduled for Second Quarter 2005
Israel Aircraft Industries (IAI)'s Bedek Aviation Group has announced that it will be proceeding with a cargo conversion program for Boeing 747-400 aircraft.
The decision to proceed with this program was reached after an extensive Bedek study was completed on the market potential for converting Boeing 747-400 passenger aircraft into freighters.
Potential customers and the financial community were briefed on the various configuration options for a Boeing 747-400SF (Special Freighter) aircraft. The positive reaction from the customers and financial community to the Bedek preliminary designs prompted IAI and Bedek management to proceed with the program.
Based on current estimates, Bedek is confident that the first delivery of a reconfigured aircraft can take place in the second quarter of 2005.
Converting the Boeing 747-400 into a Special Freighter will incorporate the following elements:
- Installation of side cargo door at the aft of the main deck
- Reinforcement of Cargo Floor
- 30 plus main deck container or pallet positions
- Fully powered cargo handling system
- 20-foot container capabilities
- Increased cargo height (10 feet) capability
- Upper deck occupancy reconfiguration
- Systems and interior modification into freighter configuration
- Fully lined main deck cargo compartment
David Arzi, IAI Corporate Vice President and Bedek General Manager said: "The realities facing the airline industry today have created a scenario that makes for economic sense to convert existing Boeing 747-400 aircraft into special freighter aircraft. Because of the drop in prices for available 747-400 aircraft, a complete acquisition and conversion program can be accomplished for approximately $54 to $58 million."
Anybody know who their launch customer is yet? Supposedly it is a US based carrier. Me thinks maybe United.
Sep 23, 2003
First Delivery Scheduled for Second Quarter 2005
Israel Aircraft Industries (IAI)'s Bedek Aviation Group has announced that it will be proceeding with a cargo conversion program for Boeing 747-400 aircraft.
The decision to proceed with this program was reached after an extensive Bedek study was completed on the market potential for converting Boeing 747-400 passenger aircraft into freighters.
Potential customers and the financial community were briefed on the various configuration options for a Boeing 747-400SF (Special Freighter) aircraft. The positive reaction from the customers and financial community to the Bedek preliminary designs prompted IAI and Bedek management to proceed with the program.
Based on current estimates, Bedek is confident that the first delivery of a reconfigured aircraft can take place in the second quarter of 2005.
Converting the Boeing 747-400 into a Special Freighter will incorporate the following elements:
- Installation of side cargo door at the aft of the main deck
- Reinforcement of Cargo Floor
- 30 plus main deck container or pallet positions
- Fully powered cargo handling system
- 20-foot container capabilities
- Increased cargo height (10 feet) capability
- Upper deck occupancy reconfiguration
- Systems and interior modification into freighter configuration
- Fully lined main deck cargo compartment
David Arzi, IAI Corporate Vice President and Bedek General Manager said: "The realities facing the airline industry today have created a scenario that makes for economic sense to convert existing Boeing 747-400 aircraft into special freighter aircraft. Because of the drop in prices for available 747-400 aircraft, a complete acquisition and conversion program can be accomplished for approximately $54 to $58 million."
Anybody know who their launch customer is yet? Supposedly it is a US based carrier. Me thinks maybe United.
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CV is Cargolux. We're looking at them, though they have quite a few disadvantages compared to the pure -F that we have.
-Lower MZFW/MTOW due to different wing strength
-No Nose Cargo Door.
-Aircon system needs to be looked at.
On the other hand, they're relatively cheap. Bean counters will have to see if its worth it.
CX is Cathay Pacific
-Lower MZFW/MTOW due to different wing strength
-No Nose Cargo Door.
-Aircon system needs to be looked at.
On the other hand, they're relatively cheap. Bean counters will have to see if its worth it.
CX is Cathay Pacific
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Hmmmm. I was aware that Cathay is interested in the 744SF, but the OEM conversion is still in PD. As far as I know, IAI has the only launched active program.
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CR2
My understanding is that the SF will have the same MTOW as the standard F (875,000lb) and a MZFW of at least 600,000lb and, possibly, 610,000lb (Boeing-designed conversion). Assuming a reasonable fuel load is required, I would have thought that it will make a pretty good alternative to the F - even without the nose door?
My understanding is that the SF will have the same MTOW as the standard F (875,000lb) and a MZFW of at least 600,000lb and, possibly, 610,000lb (Boeing-designed conversion). Assuming a reasonable fuel load is required, I would have thought that it will make a pretty good alternative to the F - even without the nose door?
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Forgive my ignorance but I thought you needed the tail tank to get above 860,000lb for sure on the pax version due to cg reasons so why does it get dropped for the SF?
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Fair comment torquelink, I am very biased towards the NCD. Just depends what kind of freight market you are in.
This aircraft would be useless out of IAH for example - all heavy offsize oil drilling equipment. On the other hand, would do fine for loads out of HKG or PVG.
As I mentioned before,
Anyone got a clue on projected empty weight? The pure -F is 349K-350K
rgds
This aircraft would be useless out of IAH for example - all heavy offsize oil drilling equipment. On the other hand, would do fine for loads out of HKG or PVG.
As I mentioned before,
On the other hand, they're relatively cheap. Bean counters will have to see if its worth it.
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Thanks 747FOCAL. Confirmation on MTOW / tail tank would be appreciated.
CR2 - I take your point: horses for courses. So where would you put the A380F capabilities in all of this - no nose door and without the maindeck height of the 747 but otherwise fully ULD compatible?
CR2 - I take your point: horses for courses. So where would you put the A380F capabilities in all of this - no nose door and without the maindeck height of the 747 but otherwise fully ULD compatible?
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Conversions in general
In the cosy idealistic world of the bean counter, conversions have fantastic appeal. In the real world, however, it all ends in tears and lots of finger pointing.
When an airframe, which is designed to a specific requirement to do a specific function, undergoes major surgery to make it do something else, the in service dispatch reliability becomes poor. The mechanical wet-nursing that they require is very costly.
Converted aircraft are seldom as capable after conversion as they were when they first rolled off the assembly line.
CR2
Not sure why you think this is such a desireable ability. I take it you're talking about fifth pod. I have only ever done it once on B74F. Generally speaking (and the ETOPS folks will support this) engines are so reliable nower days that a fifth pod requirement becomes obsolete. I'm sure that the A380 team have looked at this.
If I were in the market for a long haul freighter with wide bodied capacity I doubt whether I'd go for a B744F especially an SF. The capacity is too big and puts you at the perils of the consolidators. I think a better bet would be an A330F made pureley for the job.
FEBA
When an airframe, which is designed to a specific requirement to do a specific function, undergoes major surgery to make it do something else, the in service dispatch reliability becomes poor. The mechanical wet-nursing that they require is very costly.
Converted aircraft are seldom as capable after conversion as they were when they first rolled off the assembly line.
CR2
Can't even carry its own engine...
If I were in the market for a long haul freighter with wide bodied capacity I doubt whether I'd go for a B744F especially an SF. The capacity is too big and puts you at the perils of the consolidators. I think a better bet would be an A330F made pureley for the job.
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Flight International reporting that launch customers are GECAS with two ex-Air Canada Combis and Lombard Aviation Capital with an ex-SQ pax aircraft. Doesn't say if they have end users.
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FEBA,
How can installing a side door and baggage loading system make a plane more inclined to dispatch problems? These types of conversions have been occuring for years. For sure by now the bean counters would have caught onto this and would be only willing to by pure born aircraft.
OR MAYBE AIRBUS IS AFRAID THAT AN OPERATOR COULD BUY 3-4 OF THESE CONVERTED AIRCRAFT FOR THE PRICE OF ONE? COULD IT BE THAT THE 744SF WILL BE RESPONSIBLE FOR LOUSY A380 SALES FOR THE NEXT 20 YEARS? 
How can installing a side door and baggage loading system make a plane more inclined to dispatch problems? These types of conversions have been occuring for years. For sure by now the bean counters would have caught onto this and would be only willing to by pure born aircraft.
OR MAYBE AIRBUS IS AFRAID THAT AN OPERATOR COULD BUY 3-4 OF THESE CONVERTED AIRCRAFT FOR THE PRICE OF ONE? COULD IT BE THAT THE 744SF WILL BE RESPONSIBLE FOR LOUSY A380 SALES FOR THE NEXT 20 YEARS?
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hello ,
i agree with your analyze on 744F but the 744SF will not appear with ba noze door ???
maybe the ERF is the solution ???
see you
phil
i agree with your analyze on 744F but the 744SF will not appear with ba noze door ???
maybe the ERF is the solution ???
see you
phil
Last edited by CR2; 7th Oct 2003 at 14:20.
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think whole idea is a 200 f type with a 400f economics but a 14 plus yr old a/c re vamped for 50m.. dont see many takers except those package types with ageing 100-200srs- another dc8 73
me thinks
me thinks