58 I FREIGHT BUSINESS

The 30-80 ton freighter category is one of the largest in the entire market.
It has experienced high growth rates, especially in recent years with the
surge of e-commerce. Overall fleet requirements over the next 20 years
could exceed 1,300 units, providing a challenge for the sector.

The market for 30-80

ton freighters
M
edium-sized freighters The A300-600F/RF has a gross consider which types will be available to
generally include all payload of 107,000lbs. Fleet numbers satisfy their requirements in this category
aircraft types from the 757 have steadily increased to 174. over the next 10-20 years. This will be a
to the DC-10-30. Other The A310-300F is similar in payload combination of continued conversions of
types include all variants of the 767, capacity to the 767-200, but numbers 757-200s and 767-300ERs, an increased
A300, A310, and A330. To date, there have declined to just 11 aircraft left in rate of A330-200/-300 conversions, and
are no 787 freighter variants. These service from a peak of 80 in 2008. the addition of new types. Within 20
aircraft have gross structural payload Similarly, the A300B4-200F has a years this could include conversions of
ranging from 67,000lbs to 178,000lbs, structural payload of 100,000lbs, or 44.5 787s and A330neos, factory-built 787s
equal to 30-80 tons. Net structural tons, but the fleet has now diminished to and A330-200s, and a possible new
payloads, when configured with just nine aircraft. The DC10-10F fleet dedicated freighter variant of the A330.
containers, are 34-71 tons. peaked at 61 aircraft in 2005, but has
The active fleet of these types has declined to 21, and is being phased out.
been increasing by 35-62 aircraft per year There are just 15 DC-10-30Fs in service. Main issues
for the past three years, and was 876 The A330-200F and -300F are the The main factors affecting the market
aircraft at the end of 2018. This is an youngest types, and numbers have for aircraft in this category are the profile
increase of 263 aircraft and a factor of increased from 2010 to 40 by the end of of the current fleet, the likely number of
1.4 over the 10-year period since 2008, 2018. Most deliveries to date are factory- active aircraft that will be retired over the
equal to an annual growth rate of 5%. built A330-200Fs. Only a small number next 20 years, and the likely annual rate
The first two or three years of this period of aircraft have been converted to date. of traffic growth and fleet requirements.
had suppressed growth, so the average This category of freighters will One option in this sector that does
annual growth rate was limited. This continue to grow, and large numbers of not require consideration is the
compares to an increase of just 22% for these aircraft have been added to the fleet reactivation of stored aircraft. There are
large widebody freighters over the same to serve the e-commerce market. The few or no aircraft in storage. Older
10-year period (see The market for large 757PF is no longer in production, and the A300s, A310s and a few 757-200s have
widebody freighters, Aircraft Commerce, number of passenger-configured aircraft been fully retired.
October/November 2018, page 61). The that will be converted is likely to decline
fleet also increased by a factor of 4.4 over as the better-quality examples are
the 20 years since 1998, equal to an acquired. No more A310s, A300B4s or Traffic growth
average annual growth rate of 7.6% over A300-600Rs are being converted; and There are several market forecasts
the term. production of factory-built A300-600RFs that predict annual growth rates in all
In addition to its continued steady has stopped. world markets, and also on a global level
growth, the medium freighter bracket The 767-300ERF continues to be as a whole. Large volumes of freight are
accounts for one of the largest sectors of built, with FedEx having an outstanding carried as belly freight in passenger
the freighter fleet. The 757 is the smallest order for 54 aircraft, and with deliveries aircraft, but a large number of dedicated
type in this category, and has gross continuing at up to 13 units per year until freighters are nevertheless required.
payloads of 30-37.5 tons (see table, page 2023. UPS has nine outstanding orders Traffic growth rates in recent years
59). There were 307 757 freighters in for 767-300ERFs, with the latest to be have been stimulated by the development
service at the end of 2018, which delivered in 2022. Another 63 aircraft of e-commerce. The long-term average
accounted for 35% of the fleet. will therefore be added to the fleet over growth rate of global freight has been
The other main type comprises the the next five years. A growing number of 4.2% per year over the past 20 years,
767-200/-200ER and 767-300ER 767-300ERs has been converted in recent based on general and expresss package
freighters. These have gross structural years, reaching 23-25 aircraft per year in freight.
payloads of 102,000-125,000lbs, equal to 2017 and 2018. More than 150 767s The continued growth in
45-56 tons (see table, page 59). There have been converted since 2002. intracontinental and intercontinental
were 299 in service at the end of 2018, With the probable demand for markets has seen volumes increase
equating to 34% of the global fleet. These aircraft to satisfy demand for increased significantly, thereby adding to annual
are split between 57 smaller 767-200/- freight traffic volumes and the continued growth rates. Traffic growth increased to
200ERs and 242 larger 767-300ERs. retirement of older types, airlines have to above average levels in 2016, and grew

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 59 I FREIGHT BUSINESS
MEDIUM FREIGHTER WEIGHT SPECIFICATION & PAYLOAD CHARACTERISTICS

Aircraft 757-200 757-200 A310-300F 767-200ER 767-300ER A300B4 A300-600 A330-200F A330-300F DC-10-10F DC-10-30F
type SF/PCF PCF BDSF BDSF -200F RF PAYLOAD PAYLOAD
MODE MODE

MTOW - lbs 255,000 255,000 361,620 351,000 412,000 373,760 375,890 500,308 500,308 440,000 572,000
MZFW - lbs 184,000 200,000 251,320 266,000 309,000 277,780 286,600 392,312 392,312 335,000 414,000
OEW - lbs 116,300 116,000 162,920 164,000 183,500 177,780 179,230 240,236 245,746 217,300 236,000
GROSS PAYLOAD - lbs 67,700 84,000 88,400 102,000 125,500 100,000 107,370 152,076 146,566 117,700 178,000
GROSS PAYLOAD - tons 30 38 39 46 56 45 48 68 65 53 79

Payload carriage

Main deck -
ULD Vol cu ft 6,600 6,600 10,572 9,456 12,034 10,398 11,016 12,084 14,220 13,508 13,508
Tare Weight ULD - lbs 7,140 7,140 8,992 9,170 11,550 10,810 11,416 12,540 14,788 14,300 14,300

Lower deck
ULD Vol cu ft 1,790 1,790 2,100 2,728 3,720 3,000 3,300 3,900 4,800 3,900 3,900
Tare containers - lbs N/A N/A 2,800 4,466 6,090 4,000 4,400 5,200 6,400 5,200 5,200

Total volume - cu ft 8,390 8,390 12,672 12,184 15,754 13,398 14,316 15,984 19,020 17,408 17,408
Total tare - lbs 7,140 7,140 11,792 13,636 17,640 14,810 15,816 17,740 21,188 19,500 19,500

Net structural
payload - lbs 60,560 76,860 76,608 88,364 107,860 85,190 91,554 134,336 125,378 98,200 158,500
Net payload - tons 27 34 34 39 48 38 41 60 56 44 71
Max packing density
- lbs/cu ft 7.2 9.2 6.0 7.3 6.8 6.4 6.4 8.4 6.6 5.6 9.1

by an unprecedented 10% in 2017. freighters included about 300 757-200s 81 aircraft at its peak, only 11 remain in
While the business model for express and 570 medium widebodies, varying in service. The DC-10-10F fleet was
packages includes quick delivery, for size from the A310/767-200 up to the exclusively operated by FedEx, and has
which a premium is paid; e-commerce DC-10-30; a total fleet of about 870 declined from a peak of 64 in 2008 to 21
does not, but requires transport by air in aircraft. Fleet projections are that the aircraft. FedEx is replacing the 53-ton
the case of long distances. number of aircraft in the same size DC-10-10F with the 767-300ERFs it has
The express package carriers have category will double to about 1,650 on order. The 79-ton DC-10-30F is also
been established for a long time, and aircraft. The actual number will depend operated exclusively by FedEx, and
traffic has been transported by a variety on the availability of aircraft in the 757- numbers have declined from a peak of 58
of airlines. These have now consolidated 200F’s payload and volume capacity. aircraft in 2005 to 15 by the end of 2018.
into the three main carriers of FedEx, This growth is a net increase in the The fleet is dominated by the three
UPS and DHL. fleet of about 780 aircraft. However, a express package carriers, which account
The largest e-commerce providers are larger number of aircraft will have to be for 63% of the aircraft. The other 37%
Amazon in North America, Europe and delivered to airlines over this period, due of the fleet is operated by a large number
many other parts of the world; and to retirements among the 870 aircraft in of airlines that operate small fleets. Many
Alibaba in China. These companies have service. of these operate on a wet lease or fixed-
started to develop freighter fleets of their fee basis for the three main express
own, and Amazon is transporting more package carriers.
packages via airlines working for it on a Current fleet In addition to the longer-term
wet lease basis or via its own aircraft. The fleet of 30-80 ton freighters stood carriers, some airlines are also now
Amazon recently signed a lease with at 876 active aircraft, split between 307 providing an increasing portion of their
ATSG for 10 767-300ERFs, and there has 757-200Fs, 299 767-200F/-300Fs, 183 capacity for e-commerce giant Amazon
been speculation for some time that it will A300B4Fs and A300-600RFs, 11 A310- on a wet lease basis. These include some
order up to 100 767-300ERFs. 300Fs, 40 A330-200F/-300Fs, 21 DC-10- of the aircraft operated by Atlas Air.
Alibaba has transported some 10Fs, and 14 DC-10-30Fs. The 757 is Of the 549 aircraft operated by DHL,
shipments by Chinese freight carrier SF therefore the largest sub-fleet, and FedEx and UPS, 500 are 757-200Fs, 767-
Express, which operates a small fleet of accounts for 35% of the total. The 767 300ERFs, and A300-600RFs. The other
757-200PCFs. E-commerce companies fleet accounts for another 34.1% of the 49 aircraft are small numbers of other
are still several years away from having total fleet. It can be sub-divided between types which are all being phased out over
fleets close to the size of FedEx, UPS and 57 of the smaller 767-200ERF with a the next five years. Most are DC-10s.
DHL. gross payload of up to 46 tons, and 242 Estimating what portion of the 500
Even though the growth of e- of the larger 767-300ERF with a gross aircraft will be retired over the next 20
commerce suggests that higher than payload of up to 56 tons. years is a major issue in determining the
historic global freight traffic growth rates There are also nine A300BFs in demand for new aircraft up to 2037.
might become the norm in the future, service, having declined from a peak of
global air freight traffic forecasts still about 67 aircraft in 2008/09. The 48-ton
predict average annual growth rates of A300-600RF fleet is the third largest, 757-200F fleet
4.5% per year over the next 20 years. with 174 in service and 20% of the fleet. The 757-200F fleet of 307 aircraft
This has implications for the current fleet It reached this peak number in 2015. includes 40 that are operated by the DHL
of aircraft, and the number required in The A310-300F fleet has been in group and its associated carriers. DHL’s
the future. The 2018 fleet of 30-80 ton decline for the past 10 years. Of a fleet of European division European Air

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60 I FREIGHT BUSINESS
The 757-200 accounts for 305 of the 876 active
freighters in the 30-80 ton category. With 757PF
production having ceased, probably less than
100 passenger-configured aircraft left as suitable
conversion candidates, and high growth rates in
the sector, alternative aircraft types will be
required.

the main deck was not installed.

The second group is 36 aircraft that
were modified by Bedek Aviation using
the IAI STC, and were fitted with a
conventional large cargo door. These
were modified from 2004 to 2008.
This fleet of 59 aircraft was built from
1983 to 1994, and so is 25-36 years old.
Some of the aircraft converted with the
special modification for ABX Air have
already been retired. Annual rates of
utilisation are low, however, so aircraft
could operate until they are 40 years old
if they remain economically viable. All
aircraft are likely to have been retired by
2037.
Transport (EAT) operated the first batch 50% of the fleet may still be in operation The 767-300ERF fleet totals 242
of 757-200s converted to freighter. These in 2037, but the remainder will have aircraft, with 133 operated by the express
were mainly ex-British Airways aircraft retired by then. The oldest aircraft in the package carriers and 109 by other
equipped with RB211-535C engines. fleet are now more than 30 years old, but airlines.
Most of these have been retired, but 10 have accumulated highest total times of DHL operates a small fleet of 2009-
are still in service with DHL and only 25,000FH and 16,500FC. This built 767-300PFs. FedEx has the largest
European Air Transport (EAT). The other suggests aircraft could operate until they fleet of all airlines with 67 factory-built
30 aircraft have all been converted with are more than 40 years old, as is the case aircraft that have been delivered since
Precision Conversions’ supplemental type with FedEx’s DC-10s. 2012. It has another 54 aircraft on firm
certificate (STC), and are a mixture of The remainder of the 757-200F fleet order, with deliveries due until 2023.
aircraft equipped with RB211-535E4 and comprises 81 aircraft, all of which were UPS operates a fleet of 62 -300PFs
PW2037 engines. Most were built from converted using the Precision that were delivered from 1994 to 2013.
1996 to 2002, and average utilisation Conversions modification. These aircraft Average annual utilisation is 3,300FH
across the whole fleet is about 1,100 are operated by a mixture of carriers that and 900FC. UPS has another nine aircraft
flight hours (FH) per year. DHL retired include Air China Cargo, Air Transport on order, and aircraft are due for delivery
many of its -535C-powered aircraft at International (ATI), Blue Dart Aviation, from 2019 to 2022. The oldest aircraft in
30-35 years old. This implies that all Cargojet Airways, China Postal Airlines, this fleet are therefore likely to have been
aircraft that have passed the 35-year SF Airlines and YTO Airlines. Another retired by 2037, but a large portion will
mark are retired, so all aircraft in the fleet 13 aircraft, operated by Morningstar still be in service.
should have retired by 2037. Express and SF Airlines, were converted The other 109 767-300Fs in service
FedEx is the single biggest operator of using the Boeing STC by ST Aerospace, are operated by a mix of airlines. About
757-200Fs. It has 111 757-200SF which has control of the licence and 30 were converted using the Boeing
aircraft, converted from passenger manages the conversions. modification, and so are -300BCFs.
configuration using the Boeing These 81 aircraft were built from Another 63 aircraft are modified with the
modification, by ST Aerospace. These 1984 to 2002. These have annual rates of Bedek Aviation conversion programme,
111 aircraft are equipped with both the utilisation ranging from 1,000FH to and so are -300BDSFs, while 20 are
RB211-535E4 and PW2037/40 engines. 3,500FH. Most are likely to have been factory-built freighters.
They were built from 1983 to 1998, and retired by 2037. The converted aircraft were built
were converted from 2008 to 2017. Rates Overall, 220-230 757 freighters are from 1988 to 1999, and so are 20-31
of utilisation are relatively high, with likely to retire over the next 20 years. years old. Many are operated at medium
most aircraft operated at more than rates of utilisation, but some accumulate
2,000FH per year. The oldest aircraft in fewer than 1,500FH per year. The 20
FedEx’s fleet will be 29 years old in 2037, 767-200F/-300F fleet factory-built 767-300PFs are six to 18
so most will have been retired by then. The fleet of 767-200Fs totals 59 years old. Most of these can therefore be
UPS operates a fleet of 75 factory- aircraft, sub-divided between two groups. expected to retire over the next 20 years,
built 757-200PFs, split between 35 The first comprises 23 aircraft that were but a minority may still be operational.
PW2040-powered aircraft built from modified from 2004 to 2006 with a non-
1987 to 1994, and 40 RB211-535E4- conventional cargo door. This was a
powered aircraft built from 1994 to freighter modification for ABX that was A300-600RF fleet
1999. Average utilisation is similar to provided by Bedek Aviation of Israeli Of the 179 A300-600RFs in service at
DHL, at about 1,200FH and 770 flight Aircraft Industries (IAI). This loaded the end of 2018, 141, or 81%, were
cycles (FC) per year. These low rates of cargo containers through the original operated by the big three express package
utilisation mean that the youngest 30- passenger door, and a large cargo door on operators. These are split between 51

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 61 I FREIGHT BUSINESS
converted aircraft operated by EAT and aircraft, of which 39 have been delivered.
FedEx, and 92 factory-built aircraft DC-10-10F/-30F Deliveries started in 2011, and have
operated by FedEx and UPS. In total The DC-10-10F and -30F fleet is continued at an average of four to six
there are 76 converted aircraft, all of small at just 35 aircraft and declining. All aircraft per year. The main customers for
which were modified from passenger but one aircraft are operated by FedEx, the A330-200F are Avianca Cargo, EAT,
aircraft to freighter using the EFW STC which is phasing out its fleet. These are Hong Kong Air Cargo, Malaysia Airlines,
and modification, and 103 factory-built being replaced by 767-300ERFs. All of QATAR Airways and Turkish Airlines.
aircraft. FedEx’s aircraft were converted from DC- There are outstanding orders for four
The DHL group operates 22 10s to MD-10s using Aeronavali’s A330-200Fs, which are due for MNG
converted aircraft that were modified programme in the late 1990s. The aircraft Airlines and Avianca cargo.
from 2011 to 2013, and are 17-28 years still in service were built from 1971 to The first A330-200s and -300s were
old. They operate at average annual 1980 in the case of the DC-10-10F, and converted to freighter by EFW in 2017
utilisations of 2,000FH and 1,600FC. from 1973 to 1988 in the case of the DC- and 2018. One A330-200P2F has been
FedEx operates the largest fleet of 71 10-30F. modified and a second is in conversion,
aircraft, including 29 that were converted In addition to the DC-10Fs, the 11 and will be operated by Egyptair. Two
from 2002 to 2009, and are 26-34 years A310-300Fs and nine A300B4Fs are part A330-300s have been converted, and are
old. FedEx also operates 42 factory-built of a larger fleet that has been retired. operated by Air Hong Kong. There is also
freighters, most of which were produced These remaining aircraft are expected to one -200P2F in conversion, to be
from 1993 to 1999. All aircraft are be in service for another five to 10 years. operated by Egyptair; and three -300P2Fs
operated at low annual rates of utilisation in conversion to be operated by DHL Air.
of 1,300FH and 730FC, but despite this The converted aircraft were built
their age means that these aircraft are all A330-200F/-300F from 1995 to 2005, so some are likely to
likely to be retired by 2037. The A330-200F and -300F are the have retired from this small fleet by 2037.
UPS operates 52 factory-built aircraft most recent types to enter this category.
that are 13-19 years old and operate at The A330-200F was originally developed
averages of 1,200FH and 700FC per year. as a factory-built freighter by Airbus after Total aircraft market
Their age means that some will have the A330-200 platform was developed Examining the fleet and age profile for
retired by 2037. into an in-flight refuelling aircraft for the each type, the number of aircraft retired
The remaining 33 aircraft in the fleet military. In addition there is a passenger- from the current fleet of 876 aircraft over
include 25 converted and eight factory- to-freighter modification for the A330- the next 20 years can be estimated at 580
built aircraft. MNG Cargo and Uni-Top 200 and -300 series, the -200P2F and - units. This will leave about 300 of the
Airlines account for most of the 300P2F. The STC is held by EFW. current fleet in service in 2037.
remaining converted aircraft. Air Hong The factory-built freighter is In addition to the 580 retirements, the
Kong operates eight factory-produced designated the A330-200F. To date, growth in freight traffic and the fleet
A300-600RFs. Airbus has received 43 orders for the means that another 780 aircraft will be

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62 I FREIGHT BUSINESS
The 767-300ERF is the second most numerous
type in the 30-80 ton freighter fleet. Factory-
freighter production continues with orders from
FedEx, and demand in the sector has bene high,
and a large number of 767-300ERs have been
converted to freighter over the past 10 years.

capacity is, however, 830 cubic feet more

than the 757’s main deck containerised
volume. The appropriate comparison
between the two may not include the
757’s lower deck volume when the
aircraft are being used to carry express
packages. The A321-200PCF actually
provides higher containerised volume and
so is an appropriate replacement for some
757-200Fs for some current operators.
“Most freight has changed from a
weight-dominated business to a volume
business because of the fall in average
packing densities to the 6lbs per cu ft
level,” says Brian McCarthy, vice
president of sales at Precision
Conversions. “When all the costs of
acquisition, conversion and preparation
required. This would take the total to payload is 32,000lbs lower than the DC- for service are considered, the A321-
1,350 aircraft over the next 20 years. 10-30F’s. However, the A330-300F/P2F’s 200PCF is an economic option,
Airlines will therefore need to add an total volume is 2,600 cu ft higher, so it particularly given the growth in postal
average of 65 new aircraft per year. could potentially reach its payload limit services and e-commerce in many
These will clearly come from a before all available volume is utilised. countries.”
mixture of converted and factory-built Another issue is aircraft in the 757- A basic analysis of the A321-200
aircraft. The main issue this raises is 200’s, A310-300’s and 767-200’s payload passenger fleet reveals that there are 641
which types are available, and likely to be capacity, which have a gross structural CFM56-5B- and 990 V2500-A5-powered
converted, and which types will be payload of 38-46 tons, net structural aircraft in service. The oldest aircraft
acquired as all-new factory built aircraft. payloads of 35-39 tons, and cubic were built in 1997, so there is a large
FedEx and UPS account for most capacities of 10,180-12,184 cu ft. There pool of potential feedstock for freight
factory-built aircraft, while airlines in the is no direct replacement for any of these airlines and lessors to choose from.
DHL group have acquired a more even aircraft.
mix of converted and new-built
freighters. Other airlines have acquired 757-200
most of their fleets through freighter A321 P2F The number of aircraft required over
modifications, although a difference has The A321-200 passenger-to-freighter the next 20 years raises the issue of
been seen with the A330-200F, where conversion is offered by several providers further 757-200s being converted. The
large numbers have been acquired as that include EFW and Precision 757-200 has proved a popular type for
new-built freighters by non-express Conversions. The initial Precision the past 10 years, with the number being
package carriers. Conversions offering has a net structural converted peaking at 25 in 2011, and
One main issue is that because large payload of about 22.7 tons and a freight reaching 19 aircraft in 2018. All 757-
numbers of aircraft are converted and volume capacity of 7,430 cu ft. This 200s have been converted for FedEx, and
many types are no longer in production, comes from a combination of 6,160 cu ft ST Aerospace is unlikely to convert any
several new aircraft types will have to be on the main deck from 14 main container more aircraft. It did not convert any
acquired, either as converted or as new- positions, and 10 AKH ULDs on the aircraft in 2017, and converted only three
built freighters. The new types will not be lower deck that provide another 1,270 cu in 2018. Meanwhile, Precision
direct replacements for older types, which ft. Conversions converted nine aircraft in
complicates fleet planning and aircraft EFW is further advanced with its 2015, but this rose to 16 in 2016, 17 in
selection. The 30-80 ton category of conversion programme, and has a 2017, and 16 in 2018. Moreover, there
aircraft clearly has a wide range of gross different configuration to Precision are 12 aircraft due for conversion in 2019
payload characteristics; but also a wide Conversions. Aircraft converted by EFW by Precision Conversions. An issue for
range of containers or palletised cargo have a lower net structural payload of up further 757-200 conversions is that the
volumes, which vary from 6,600 cu ft to to 22.6 tons and a volume of 7,600 cu ft last passenger aircraft were built in 2005.
19,000 cu ft. The gross structural when loaded with containers on both Analysis of the remaining 757-200
payload, total containerised cargo decks. fleet shows that there are about 310
volume, net structural payloads, and The A321-200PCF’s total volumetric passenger-configured aircraft still in
maximum packing densities of the capacity is up to 960 cu ft smaller, and its operation. These are split between 145
aircraft types are summarised (see table, net payload is up to 10 tons lower, than PW2000-powered and 167 RB211-
page 59). the 757-200PC’s total volume; the A321- powered aircraft.
An example of the complexity 200PCF is converted by Precision It seems that ST Aerospace, with a
involved in choosing replacements is the Conversions. 14-position conversion, will not modify
A330-300F/P2F, whose structural The A321-200PCF’s volumetric any more aircraft. This leaves Precision

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 63 I FREIGHT BUSINESS
Conversions as the only remaining A main consideration here is how configured aircraft with high-specification
programme. “To date we have had orders many more 767-300ERs could be weights in the passenger fleet. These are
for 107 conversions,” says McCarthy. converted, as well as how many more split between 220 CF6-80C2-powered
“Of the remaining passenger fleet, we factory-built aircraft could be sold by and 135 PW4000-94-powered aircraft. A
think we could convert about another 45 Boeing. As discussed, there are more than few are also equipped with RB211-524
or even possibly 60 aircraft. We have a 60 outstanding orders that take engines. There are large fleets operated by
few outstanding conversions to complete production up to 2023, and rumours of a American (24), Air Canada (29), All
for DHL and Swiftair. large order being placed by Amazon. Nippon Airways (24), Delta Airlines (53),
“Demand for conversions temporarily Continued conversion of passenger Japan Airlines (28) and LATAM Group
slowed down due to a shortage of good aircraft to freighter is likely, and with airlines (32). A large portion of these
quality engines, and life limited parts large numbers. Although production of could satisfy demand by freight carriers
(LLPs), but it has now picked up again,” passenger-configured 767-300ERs has for several years. Fewer than 40 aircraft
continues McCarthy. “The problem is halted, the last aircraft was built in 2014. are less than 10 years old, however.
that while the PW2000 may be the There are 360 good-quality passenger-
favoured engine, few aircraft are
available in the right maintenance
condition. We do not expect any Delta
Airlines aircraft to be converted, because
of its policy of using up all maintenance
life before retirement. Some good quality
RB211-powered aircraft remain in the
fleet.”
The main fleets of remaining
passenger aircraft are 111 PW2037-
powered aircraft operated by Delta, and
15 PW2000 aircraft operated by United.
Of the RB211-powered aircraft, there are
four big fleets operated by American
Airlines (34), Icelandair (24), TUI UK
(13), and United Airlines (41). “The
better quality aircraft have to be picked
out. Investors do not like aircraft that
have accumulated more than 30,000FC,”
says McCarthy.
Up to 60 possible future conversions
could come from about half the
remaining American fleet, most of
Icelandair’s aircraft following finalisation
of its merger with Wow, most of TUI
UK’s remaining aircraft, and the United
fleet.

767-300ER
In addition to a lack of smaller
widebodies, A300-600RF production has
stopped and most A300B2/B4Fs have
been retired. The lack of aircraft types to
choose from has clearly stimulated
demand for the 767-300ER in recent
years. The A300B4F, A300-600RF and
767-300ERF are all close in payload
characteristics. They have net structural
payloads of 41-48 tons and total
containerised volumes of 13,400-15,700
cu ft (see table, page 59).
The 767-300ER is now in a class of
its own. It has the largest containerised
volume and net payload over the two
A300 models. These factors explain the
large orders for factory-built 767-
300ERFs, as well as the high number of
aircraft being converted. This had fallen
to just two aircraft in 2013, but rose to
25 in 2018. Bedek Aviation has had the
majority share of the conversion market
in recent years. It converted 12 aircraft in
2016, 16 in 2017, and 15 in 2018. There
are nine aircraft due for conversion, with
Bedek Aviation modifying some of them.

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64 I FREIGHT BUSINESS
With a probable exhaustion of good quality
767-300ER conversion candidates, alternative
types with similar freight volumes are required.
The A330-300 is a prime candidate, and there
are more than 440 passenger-configured aircraft
available.

There is no shortage of potential

conversion candidates, and EFW has
plans to increase its A330 conversions to
18 aircraft per year by 2020/21 between
its Dresden and Singapore facilities.

Overall aircraft feedstock

There are therefore large numbers of
A321-200s, 757-200s, 767-300ERs and
A330-200s/-300s that could be converted
to satisfy part of the requirement for
1,350 new freighters in this sector over
the next 20 years. The total number
converted from these three main fleets is
likely to reach about 600, and could even
reach as many as 800 or 900. Other types
Airlines, China Southern, Delta Airlines, will still be required to fill remaining
A330-200F Korean Air and Malaysian. demand. This raises the issue of other
The A330-200 is the only aircraft There are also 122 CF6-80E1-, 69 possible aircraft types. Only a small
currently available that is young and still PW4000-110-, and 253 Trent 700- number of 757-300s and 767-400ERs
in production. The A330-200 has proved powered A330-300s in passenger were built, so passenger-to-freighter
to be less successful as a new-built configuration still in operation. These conversion programmes are unlikely to
freighter than the 767-300ERF. The 968 aircraft are all potential freighter materialise for them.
A330-200 has a similar containerised conversion candidates. The next aircraft type of the right size
volume to the 767-300ERF, but the The A330 conversion market has and payload capacity is the 787. The
A330-200F/P2F has a 12-ton higher been slow in recent years. This may be oldest aircraft is seven years old, so it will
payload and a 88,000lbs higher explained by a plentiful supply of 767- be more than 12 years before a
maximum take-off weight (see table, page 300ERs for conversion and the continued conversion programme is developed and
59). The main difference is that it allows production of the factory freighter. the first aircraft undergoes modification.
the A330-200F to operate with a higher “It is not clear how much longer The 787 has been developed for ultra-
packing density. The A330-200F is production will continue, but once it long-range missions, however, so it will
therefore at a disadvantage to the 767- stops and the better passenger aircraft be heavier than the 767-300ER, while the
300ERF in some respects. The A330- have been converted then we expect the 787-8 will have similar volumetric
200’s higher packing density and higher rate of A330 conversions to increase,” capacity. This high weight may diminish
specification weights are not required by says Wolfgang Schmid, vice president the 787’s appeal to freight airlines. The
express package carriers and integrators. sales & marketing for Airbus 787-9 may be more attractive because of
What may be required is a type larger Conversions, at EFW. “There are no its longer fuselage and therefore higher
than the A330-200F to provide more other conversion candidates in this size containerised volume.
volume. The A330-300F/P2F provides the bracket, and we expect a good market Even with almost 800 787s in
largest amount of containerised ULD over the next 10 years at least. Demand operation, a portion of the fleet being
volume at 19,000 cu ft, the highest of all will be higher for the A330-300 because converted will still not satisfy all demand
modern types (see table, page 59). The of its volume, which will appeal to over the next 20 years. This is even when
A330-300F’s net structural payload express carriers. DHL has already got numbers provided by the 757-200, 767-
allows for a maximum packing density of some, and I others will follow. 300ER and A330 are considered.
6.6lbs per cu ft, which is close to that of “The problem with the A330 is that This raises the issue of what other
express packages. The -300F also has the the majority of feedstock is still possible types could be included. The
same specification weights as the -200F, expensive, and the only aircraft available factory-built A330-200F will provide
but the -300F has about 2,000 cu ft more are five- to 10 year-old aircraft that have some aircraft, but other new-built
volume. come off lease. These are clearly too freighters may have to come into
There are a large number of young,” continues Schmid. “The oldest production.
passenger-configured A330-200s and A330-300s are now 24 years old, so there Airbus is rumoured to be considering
-300s available in the global fleet as should be more on the market. Airlines, a dedicated factory-built freighter variant
possible conversion candidates. The fleets such as American, are keeping the aircraft of the A330. This will be about the same
can be divided by engine type. There are in service for longer than expected, and size as the -300 series, but will be
150 CF6-80E1-, 86 PW4000-110-, and these particular aircraft will probably be optimised in terms of weights, and weight
288 Trent 700-powered A330-200s in too old to convert when they do come and balance.
service in passenger configuration. Main available. The optimum age is probably
fleets are operated by Aer Lingus, Air 15-20 years. Some aircraft that need a lot To download 100s of articles
Europa, Air France, Alitalia, Iberia, of structural work may be available for like this, visit:
KLM, Qantas Turkish Airlines, Brussels conversion at a younger age.” www.aircraft-commerce.com

AIRCRAFT COMMERCE ISSUE NO. 121 • DECEMBER 2018 / JANUARY 2019