The reason!!!!
 

No one cared about Pan Am, Braniff, Eastern, now u know , no nothing when you spend 20-30 up to 40 years in the USA, you will retire with nothing!!! Let's all spend time to rebuild this industry so that our future generation will have a quality of retirement. BEST OF LUCK TO ALL:)

Yup, you know the score.
Even in the pax market, two engines is the way to go, for new airplanes.
Even as far back as 1980, when the (then) DFO at SQ, Capt SK (Charlie) Chan and I had adult beverages over a couple of Havanas, this was discussed..and we both came to the obvious...two engines rule.
Took awhile, but you can now see the writing on the wall...clearly.

Especially important in the freight market...
Gotta happen.:ok:

Can a 777F carry it's own engine (internally, without dismantling the whole thing)? Sorry for thread drift, I should know better :}

In a similar vein, if 2 engines good, 4 engines bad, how come the MD11F never really made it in the market (3 engines being somewhere in between good and bad... :) )'

I believe that triple 7 motors come with their own respective fwd cowl fairings pre attached. It's all part of the QEC package (quick engine exchange). Mighty big cabin required to accept an engine with a 10' diameter cowl fairing.

The MD 11 had disappointedly proved to be a lousy pax airplane, but I had thought that it was much loved as a freighter for the economics. I understand that Fed Ex wanted many more, and even the air cargo arm of Luffty had requested that the MD11 assembly line be reopened, but too late . . . . Ex pax MD 11's at that time were then eagerly snapped up for freighter conversion.

In February, of 2001, I had sadly witnessed the last MD11 depart it's LGB factory (a freighter, also in Lufthansa colors, I think).

777 Engine
 

CR2 is right on target as he is is most of the time. Can't get a 777 engine through the side door on another 777. It will fit in the side door of the 74 with about 2 inches to spare on the top, I have watched them go in and out on more than three occasions. Also the nose door allows things like oil drilling equipment, radio towers, wind generators etc. I would not count out the 74 for many years to come, but that is just my opinion.

That could have been interesting, if Boeing had made the front end of the 777F open up like the CL-44 of yesteryear.
Just a thought......

That's when you will need to charter a 748f . . .so as to service your AOG 777f:)

Sorry for hijacking this thread,but does anyone knows how Nippon Cargo is doing in the present world economic climate(crisis) ?

I heard that they have close there NY base some time ago,any truth to this this ? :rolleyes: Any info would be appreciated !!! Thanks Skychick 2

Never saw a CL44 with its front end open except for what you call damage.
All of them had a swingtail though for a significant opening. :ugh:

I knew it was one end that opened:sad:

I was thinking of the enlarged version...the guppy:8

CR2
 

There were a number of reasons for the MDC buyout but shutting down the MD11F was certainly a big one. The 777 could not compete at the time (they did not even want to try) and the 744F trailed behind in pound per mile/fuel burn.

The MD-11 became a better option when markets receded, ATLAS just about tanked with a whole fleet of 747's in a slow market.

The 748f will probably be more efficient than the currently being produced 777f that is based on the 777LR. Boeing added alot of composite structure to the LR as I understand to make it a competative aircraft.

We must also take into account the difference betwen the value of bulking out v/s weighing out an aircraft. A 4 engine bird will allways be valuable with weight in mind. Package companies will probably do well with the 777F as the rarely take off at max gross but the aircraft has volume. The 748-F is sure to be a great heavylift aircraft.

Another aspect of the industry that the 747 and 380 are an asset in are regulated markts. If you are only allowed x amount of slots at an airport but have lots of product (pax/freight) you can maximize revenue by having a larger aircraft.


Back on the main topic, these aircraft if 7R4 powered should be quite marketable. I too have never seen a 7R4 on a -200 but it is a great improvement over the pain in the ass -70.

Don't forget that outsize cargo represents only a small percentage (actually a fracture of it) in overall movement. While it is good to keep versatility especially if it not incurs extra operating expenses (like 747 NCD vs SCD), $/lbs/nm or EUR/kg/km is ruling the market and I believe we can see the trend very clearly with 744BCF, 777F, MD11, A330F etc. Surely there is a place for 747NCD on the market but in most cases beancounters will prefer to turn down 0.5% of the bookings in return for lower cost for the remaining 99.5% of the cargo.
Russkies are still there for real outsize job with AN124, so you would not miss your spare GE90 :)

The NCD is not solely for outsize cargo.

At busy hubs where ground time/slots are at a premium it makes for very versatile ground handling, using both doors reducing ground time considerably.

Remember, time in the air is money.

747-400/777-300
 

The B-777F,will slowly kill the 747-400.

And the 747-8 will kill them both.

The key word here is SLOWLY!

:)

The topic is not Polar/Atlas ....

CR2

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Posts: 1,909 The topic is not Polar/Atlas ....
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CR2



Allways kind of ends up there does it not? :D

I don't think the 747-800 will kill the 777, not in the least. The fuel burn is just too good on the 777, a whopping 25% less (Boeing's numbers). The -800 will have a good niche though if for no other reason than the outsized cargo market.

"I don't think the 747-800 will kill the 777, not in the least. The fuel burn is just too good on the 777, a whopping 25% less (Boeing's numbers). The -800 will have a good niche though if for no other reason than the outsized cargo market."

Layinlow, There is no plans to build any Boeing -800 aircraft that I am aware of. Are you by chance referring to the new 747-8?

:p