FedEx Cancels Swissair MD11 Deal
Join Date: May 2001
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Evergreen has two NCD 747's. They were originally QC's and we still have the interiors and actually used one as a pax ship for the hadj. The only disadvantage is that the pallets must be built to a shorter height than for a side door. The max payload seems to work out about the same though. I came out of Hong Kong yesterday with 231,000 lbs. which is our average payload for a -200. The charter market is where the NCD really pays for itself. Once I carried a periscope for sub! Had no idea how long those things are. Oil rig machinery, rocket stages, etc, just slide in. 
Join Date: Jun 2001
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And for us cloggies with two 747C and one F, all with nose doors, theres nothing to beat them when carrying oil pipes from Houston to the gulf, or when the back of the aircraft is full of HKG freight and there are horses to offload in DXB. A NCD seems expensive until you need one, then.....
Join Date: Jan 2002
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MD11,
The information I have is as follows:
744F MD11F
MTOW 396.900 kg 285.990 kg
MZFW 288.040 kg 209.250 kg
Max payload 112.900 kg 95.490 kg
Volume 762.6 m3 602.4 m3
Range at max pl 4200 nm 3900 nm
Please note that these figures are for general information only. I am confident that a 744/MD11 crew member will have different figures pertaining to their specific airframe/engine combination.
The information I have is as follows:
744F MD11F
MTOW 396.900 kg 285.990 kg
MZFW 288.040 kg 209.250 kg
Max payload 112.900 kg 95.490 kg
Volume 762.6 m3 602.4 m3
Range at max pl 4200 nm 3900 nm
Please note that these figures are for general information only. I am confident that a 744/MD11 crew member will have different figures pertaining to their specific airframe/engine combination.
Join Date: Jun 2000
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Pitcairn, sorry to disagree mate but the DASA engineered (German) floor on the A300 is a real beaut! however the Skoda conversion out of Filton I have to agree gets trashed too easily. Multi stops are just bread and butter to any loadie worth his salt and I have never found the C of G bands to restrictive on the A300. I just like to explore the edge when bored! . As stated its horses for courses, you always have to make certain compromises cos the bean counters run the show. Anyway I reckon Fedex are just playing fast with the administrators to get a good price. Buy you a beer when your in town next time <img src="smile.gif" border="0">
Top Dog
Join Date: May 2000
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Hi Ramp Tramp,
Yes as Pitcairn says, Extended ZFW requires a reduction in MTOW. Furthermore, cummulative load limits forward of the wing are decrease as ZFW increases.
EZFW starts at 276692KG. Some examples
ZFW282000/MTOW 382095KG 64639KG max cummulative
288031/MTOW 367863KG 56906KG max cummulative
Yes as Pitcairn says, Extended ZFW requires a reduction in MTOW. Furthermore, cummulative load limits forward of the wing are decrease as ZFW increases.
EZFW starts at 276692KG. Some examples
ZFW282000/MTOW 382095KG 64639KG max cummulative
288031/MTOW 367863KG 56906KG max cummulative
Still Trampin' the Ramp
Join Date: Nov 2000
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Pitcairn & Rat,
THanks for the answer guys. I realise 'problem' was probably the wrong word to use. I just remember doing the payload/fuel/MTOW 'balancing' act on the old -200 back in nineteenhundredandfrozensolid. Its somehow reassuring to know that some things don't change!
THanks for the answer guys. I realise 'problem' was probably the wrong word to use. I just remember doing the payload/fuel/MTOW 'balancing' act on the old -200 back in nineteenhundredandfrozensolid. Its somehow reassuring to know that some things don't change!
Join Date: Oct 1999
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Pitcairn's post of Dec 14th refers.
I've been asking myself for years now why JAL have a 747F without a sidedoor - only nosedoor.
Believe it is JL-8132
Anybody have a good answer for this ?
I've been asking myself for years now why JAL have a 747F without a sidedoor - only nosedoor.
Believe it is JL-8132
Anybody have a good answer for this ?
Freight God
Join Date: Sep 2000
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There is no use, but I believe it was Boeing's original plan with PanAm that got this going. They dreamt about using the 74s for a couple of years until the supersonics would come, and then converting them to freighters (nose-loaders) with dedicated nose-in terminals. And so, almighty Boeing did build a couple of CFs (and I believe even Fs)with nose door only. The real shock for them came when Lufthansa Cargo asked them to design a Side Cargo Door in order to use the volume. Boeing Engineers had believed that the 74s would load sea containers, and those end at 96 inches, so why put a larger door in. Nobody is ever going to use anything else but sea containers!
There you see how much airframe manufacturers really know about airplanes. And it's still like that, I can assure you!
There you see how much airframe manufacturers really know about airplanes. And it's still like that, I can assure you!
Trash du Blanc
Join Date: Mar 2001
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Just bought a surplussed 20 foot sea-land container to convert into a workshop. TARE weight 4500 pounds! I can only assume the standard 40' containers are 9000# or more. But you can stack them 5 high!
Top Dog
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Our lot leased that same CityBird aircraft OO-CTB if I remember correctly. I think its the only A300-600R Freighter in existance. The -R designates the tail trim tank (me thinks, but is pretty sure). On a couple of occasions, some valve or other to the trim tank was inop; this led to a rather dramatic decrease in payload.. .The other thing about this aircaft is its cr@p loading restrictions. I used to have a loadsheet somewhere, but remember following. The payload capability depended on the c of g. For example if cg = 25% mac, then max payload would be so much. If it was 26% mac then the payload would be some other number. Talk about making things complicated.. .Give me a 747 any day. The rest just don't cut it.