- When and how did the idea of passenger aircraft being converted into freighters originate? The concept was originally developed during the production of the Fokker50 as the successor of the F27 freighter version, but the idea was never realised by the Fokker Aircraft Company. Later, in 1999/2000, a Fokker50 leasing company revived the plan when aircraft were returned after completing their leasing arrangements. AircraftConversions started developing its Fokker50Freighter business case in mid-2002, and the Fokker50Freighter conversion program was successfully launched in the beginning of 2004.
- How much time, manpower and funds are required to convert a passenger aircraft to a freighter? The answer is not easy to give, because it all depends on which aircraft will be subject to the passenger-to-freighter conversion and the content of such a conversion process (for example, full-freighter, combination, or quick-change approach). There are numerous activities involved in setting up and performing a freighter conversion program. Some of these operations are performed simultaneously and others are carried out in sequence. Each of these activities require lead times and manpower. Funds are correlated to all these activities. Main issues are design, engineering, reports, testing & certification, manufacturing tooling and parts, and installation. The first two freighter conversions are particularly important as these entitle the company to get the passenger-to-freighter conversion certification for the entire fleet composed of that aircraft. A program should be completely done in a two-to-three year period, although such aspects as co-operation with type certificate holder and the program partners may play an important role.
- What are the benefits of converting a passenger aircraft into a freighter? We should stress more the choice that an aircraft owner / operator has with the availability of a P2F conversion program for his aircraft. At a certain point in the economic life of an aircraft, the interest for the passenger application may for good reasons diminish (or even disappear) while the freighter application on that aircraft can become extremely viable for a freighter airline, as such aircraft might have very good freighter capabilities. Instead of parking that aircraft, it can continue operation in a different role till the end of its economic life – 90,000 cycles in the case of the Fokker50Freighter.
- What makes the Fokker50Freighter special from the cargo operator’s point of view? The Payload range, integral engineering qualities and state-of-the-art technology. No other short-to-medium range aircraft can match the experience and quality of a Fokker50 aircraft. Its Automatic Flight Control system that provides flight director and autopilot functions up to category II approach limits. The Environmental advantages with exterior noise levels well below Stage III. margins relative to ICOA annex 16 chapter 3 margins by 18 EPNdB. And the introduction of straightforward 9-G vertical separation nets throughout the cabin without the need of horizontal cover nets.
- How do you see the Fokker50Freighter extending the life of the Fokker50? The Fokker50’s economic life as a passenger plane is a dead program. The Fokker50Freighter configuration makes sense both economically and maintenance-wise, since no passenger-related configuration is needed anymore and, by comparison, cargo-configuration maintenance is low. Purchase price and operational cost of the Fokker50 are attractive advantages for freight-haulers. Night operations with the Fokker50Freighter pose no problems, due to its environmental, neighbour friendly characteristics.
- Why was Fokker Services not involved in the Fokker50Freighter program? Fokker Services as type certificate holder considered the Non-Recurring Cost to be too high, all new tooling had to be re-developed and manufactured, and they had had no experience with this specific conversion. We do enjoy a good relationship with the Fokker50 Type Certificate Holder, Stork Fokker Services.
- Can fleet owners on their own install forward large cargo doors, now that you have the FAA certification for the aircraft type? No, they cannot. We foresee, in a successful Fokker50Freighter program, installation centres next to our facility in Denver, USA ,in the vicinity of the customers and possibly in the Europe/Middle East area.
- If an aircraft is being converted and time and investment are required, what is the status of airworthiness and commercial viability of the converted freighter? All modifications to an aircraft, including P2F conversions are performed by its Type Certificate Holder or a third party. But in either case, it is subject to certification by the relevant Civil Aviation Authority. Our Fokker50Freighter Program has been certified by FAA by issuance of two Supplemental Type Certificates (STCs) a Large Forward Cargo Door STC and a E-class Interior STC. Both have been validated meanwhile by EASA as well. The CAA of the country of registration of an aircraft normally follows the FAA STCs or the validation thereof by EASA. All airworthiness issues related to the freighter conversion of the aircraft are covered by the STCs. The commercial viability of a freighter aircraft is determined mainly by the payload / volume capabilities and the demand in the freighter market, as well as the price/revenues per kg/m3.
-
What would you consider competition in this segment?
Any aircraft in the same arena, but being better than the Fokker50Freighter. Real competition depends on factors such as payload range, volume, and purchase price, including conversion. Each freight operator has its own particular requirements regarding the freighter aircraft, which are dictated by their freight contract, freight forwarder contracts, and peers
For information use the Meeting Point button or call at;
+31 (0)20 601 5365
+31 (0)20 657 0002
