WHAT YOU SHOULD KNOW ABOUT…AIRCRAFT FREIGHTER CONVERSION
Civilian freighters are versions of passenger aircraft. Some of them are production built and others are pre-owned passenger aircraft converted to freighters (P2F). When an aircraft is almost "reaching its age" and has completed its useful operational service as passenger jetliner, it can either be scrapped or repurposed. Converting passenger aircraft into a freighter is a way to extend the economic life of an aircraft. Quite a number of cargo airlines choose to operate a first-hand quality converted freighter. The converted freighters meet the high dispatch reliability required, they are more economical for the company and they can gain the same amount of revenue without using an expensive production freighter.
As airlines receive new aircraft into their fleet, they often select their oldest aircraft for conversion. For this reason, we still see some classics like the Boeing 727 at airports and can expect to see the Boeing 747 around for years to come – just carrying pallets rather than passengers.
What aircraft models are used for conversion?
As airlines receive new aircraft into their fleet, they often select their oldest aircraft for conversion. For this reason, we still see some classics like the Boeing 727 at airports and can expect to see the Boeing 747 around for years to come – just carrying pallets rather than passengers.
While you do not necessarily hear much about it, converting passenger aircraft into freighters is big business. Boeing expects a demand for 2,600 new or converted freighters over the next 20 years, valued at over USD 300 billion. About two-thirds of that number will be aircraft conversions. These conversions are a core business at Boeing, who commands around 90 % of the freighter market.
Which process does a conversion include?
Any conversion is complex and can take several months, and each conversion supplier applies different processes. Here are the main steps that can vary from supplier to supplier:
When a passenger aircraft comes into the factory to be converted into a freighter, the cabin is partially stripped out and the previous owner’s livery removed.
The aircraft may be jacked up into a neutral stress point for any modification of the airframe. This takes about four weeks.
Next, the passenger windows get plugged. Not only are passenger windows pointless on a freighter, but removing them saves on maintenance and increases safety.
Galleys, seats, overhead lockers, in-flight bars – none of these items are needed on a freighter so they get stripped out.
Usually a new door, large enough for cargo is installed at the front-end of the fuselage. This is slightly more difficult than unbolting seats and is done in stages.
The cabin floor is replaced by a higher strength floor, complete with cargo pre-requisites such as ball mats and roller tracks. Floor space needs to be maximized in order to carry as much cargo as possible. The cabin floor also needs to be strong enough to bear the load.
Finally, everything needs to be checked. There is a schedule of tests that need to be performed. The plane is inspected, test flights are carried out and documentation is prepared.
Who are the Conversion Suppliers?
Traditionally, a P2F conversion can be carried out by the aircraft manufacturer (OEM), third-party contractors or independent companies that enter into cooperation agreements with the OEM, or third-party contractors that develop their conversion solutions independently.
In recent years, as a result of Boeing charging "access fees", and the modern aircraft technical complications (Fly-By-Wire, etc.), more and more conversion houses work in collaboration with the OEMs or are authorized by the OEMs. Boeing is using a case-by-case model for their conversions. For example, ST Aero and IAI (757 for DHL), ST Aero (757 for FedEx), Aeronavali and ST Aero (DC-10, MD-11), TAECO, KAL Aerospace and SIA Engineering (747-400BCF), and ST Aero (767-300BCF).
Major Non-OEMs in recent years are AEI, Aeronavali, IAI, Pemco, Precision, ST Aero, TAECO and PACAVI.
Among the conversion sites in recent years are VEM (Brazil), GAMECO, AMECO, TAECO, STAECO, Boeing Shanghai (China), Flightstar, HAECO, Dotan, Goodyear/AeroTurbine (USA), COOPESA (Costa Rica), and KF Aerospace (Canada).
What does a conversion cost?
The price of the converted freighter must be attractive in order to compete with production freighter. As a rule of thumb the target prices for 20-year old converted freighter is 25 % - 30 % of the price of a new freighter.
Examples:
- Small: US $10-$12 million
- Medium narrowbody: US $15-$20 million
- Medium widebody: US $20-$30 million
- Large: US $55-$65 million
The price of a new production medium widebody aircraft is over US $70 million, and a new production large widebody aircraft is over US $150 million.
Figure: Conversion kits allow airlines to not only transport cargo pieces on passenger seats, but to install freight pallets directly onto the cabin floor seat tracks, after removal of the economy-class seats
How can cargo conversion kits alleviate the global shortage of air cargo capacity in times of Corona?
Airbus is developing a modification for A330 and A350 family aircraft which will enable airlines to install freight pallets directly onto the cabin floor seat tracks, after removal of the economy-class seats. This will help airlines’ business continuity and help alleviate the global shortage of air cargo capacity because of the widespread grounding of long-haul aircraft during the Covid-19 pandemic. In addition, the conversion solution could be used to help address the high demand for humanitarian flights to transport medical equipment and other supplies rapidly over large distances to where they are needed. The conversion makes it easier and quicker to load and unload cargo compared with loading it onto seats and reduces wear and tear on the seats themselves.