Latest ABX 767 Freighter

[T-Gates]

All future 767's will have a door. Rumor is that the existing C-container 767's will be converted. Israeli Aircraft supposedly said that they could put the door in one every 90 days. Jury is still out whether this will happen. My guess is that it probably will.

I'd be guessing this new 767 is the spare while they rotate the rest of the fleet through Israel to get the door fitted.

Just my .02

 

[abxaviator]

Each new 767 that comes on line is designated for a city; there has not yet even been a decision announced as to if the remainder of the fleet will be retrofitted.

The 76's we have so far are from both ANA and TWA with GE or PW engines respectively. MTOW is 310-315.

 

[LarryinTN]

What really amazes me about the 767 is that it burns less per hour than a B727!

I can't see how any of the Astar/ABX A300B4/DC8-70/DC8-60/B727/DC9 aircraft will be left in the fleets in the next five to ten years.

Anyone know what a B737-300/400 burns an hour?

 

[AV8OR]

"sure makes since"....What the? I are a collej grad. ...since=sense



"What really amazes me about the 767 is that it burns less per hour than a B727!"

It's the engines...the DC-8-73's burn less than a 727. It is a amazing. What's amazing is that a company could complain about any kind of cost issues, i.e., biz class seating, better catering, whatever, but not have the RVSMs complete and fly 72's and A300's around at FL280....till they get their act together on that one, management can spare me any sob story on cost saving.

 

[LarryinTN]

That is pretty good. What does a DC8-73 average? The DC8-63 runs around 12,000/hr - 14,000/hr, IIRC.

 

[G4G5]

Is there or was there an issue with the floor or something of the mod 767's?

This appears to be one of the reasons why so many descent pax aircraft are still sitting in the desert. I spoke with a buddy of mine @UPS who gets involved with these things. He told me that UPS had looked at picking up 744 from the deset but the floors were not delivered to the pax customers with the necessary floor loading requirements for cargo built in. When you think about it, it makes sence. Why would a company like UAL opt for a stronger heavier floor, when they don't need it?

He also mentioned something about the Ldg gear, needing reinforcement for the heavier ldg weights.

 

[abxaviator]

Hey AV8OR, Ever hear the one about stones and glass houses?

"It is a amazing." ?

 

[abxaviator]

G4 - The floors in the converted ac are completely removed and rebuilt to handle the cargo loading. Our first freighter was way overdue as a result of all the engineering challenges.

 

[G4G5]

He mentioned that they would have to do the samething with the 744. When UPS did the cost analysis of replacing the floor and upgrading the gear the costs were not in line with what he thought they should be.

Apparently UPS now has decided to go for the A380 vs the 744's from the desert.

 

[LarryinTN]

I don't know how the costs work out but it is hard to imagine how a new aircraft is cheaper. Our initial bunch of ANA 767s, plus the sim in ILN, came out to be $27 Million per airplane converted. I haven't heard a number for the latest airplanes with the cargo door but it shouldn't be much different as they both require completely new floors. A new 762F would be what? 2-1/2 to 3 times as much?