Whereas in the past, companies might have had difficulty obtaining a converted narrow body freighter – not many were on the market to be converted, this is not the case today. That’s at least what Alcoa-SIE Cargo Conversions (ASCC) is finding.
“Two years ago the main problem was a lack of available aircraft for conversion,” says Charles Perry, consultant to the President of ASCC. “But now that passenger operators are reducing capacity, aircraft are more available.”
ASCC executives should know. ASCC’s 14Plus B757-200 Conversion Program is a cargo conversion package based on the Boeing 757-200 aircraft. The twin-engine 757 provides longer range, a larger payload, and significant operational savings over older freight carrying aircraft. The benefit of the program is it offers airfreight carriers a cost-effective way to modernise and upgrade their fleet.
“The biggest concern of clients entering a conversion program seems to be selecting the aircraft that best suits their mission requirements,” Perry says. Another major concern is aircraft fuel efficiency and the cost of the conversion.
“Cost weighs on the decision as to which aircraft and conversion to go with,” Perry says. “The cost of the 757 is still higher than needed for a robust conversion market to happen. But costs are coming down. The major problem now is fuel prices and the down turn in the overall economy.
Problems in the credit market are also impacting operators’ ability to move forward with plans to modernise or increase the size of their fleets. Nevertheless, ASCC executives see no change in the client base that is likely to convert 757’s to a cargo confi guration.
Another issue of critical importance to clients is time of delivery. “This is always a concern and we strive to keep that to a minimum,” he says.
Presently, ASCC’s timetable is 120 days, but Perry remarks that this will be reduced to 90 days by the fourth aircraft converted at the install facility.
ASCC contracts Commercial Jet, Inc. in Miami, Florida to do the conversions at its facilities at Miami International Airport. The company runs what is considered to be in the industry one of the most experienced cargo conversion facilities in the world. Commercial Jet, Inc. is a sister company of Aeronautical Engineers, Inc. (AEI).
“AEI has a long history of success in providing the industry with high value, quality cargo conversions,” says Robert C. Murphy, ASCC President.
14Plus advantages
According to those in the business, the 14Plus B757-200 Conversion Program offers the greatest value in a narrow body freighter. In addition, the converted freighter offers good revenue generating potential.
With 14Plus, B757-200 passenger jets can be converted into state-of-the-art freighters with a basic takeoff weight of 240,000 to 255,000 pounds, a range of approximately 3,000 nautical miles, nearly 8,200 cubic feet of cargo space and a structural payload of up to 72,000 pounds. Th e 14Plus configuration offers 97 per cent of the pallet volume of the 15 pallet confi guration at 80 per cent of the cost. With weight upgrades, the 14Plus can obtain the same weights as the 15 pallet configuration.
Th e biggest advantage, ASCC’s 14Plus signifi cantly reduces costs and speeds conversion because it offers a simpler de-sign that retains most of the Boeing 757- 200’s original structure and systems.
“The 14Plus is a less complex conversion as it maintains more of the aircraft original structure which provides greater value at lower cost,” adds Perry. “The 14Plus off ers an area for Supernumeraries, three coach class seats, a full galley and lavatory.”
ASCC has been working on its 14Plus B757-200 Conversion Program since obtaining an FAA-certified Supplemental Type Certificate (STC) in October 2006. �The STC for the 14Plus is the only STC ASCC has and is all of our business,” adds Perry.
Global appeal
ASCC executives particularly see the 757 as a replacement for B727 and DC-8 aircraft.
“That’s because it has greater capacity and greatly improved fuel effi ciency than those two aircraft,” Perry says.
Potential customers for the 14Plus B757-200 Conversion Program are worldwide, he asserts, and ASCC has conversion kits available for immediate input for conversion.
“Presently the 757 seems to lend itself to the European market because of its capacity and range,” he adds. “This, of course, does not rule out the United States or China. And we presently have one of our converted aircraft flying in Brazil.”
To support the Chinese market, ASCC signed a Sales Representative Agreement with Beijing Tuo Hai Consulting Services Company Ltd after receiving STC approval from the Civil Aviation Administration of China (CAAC) for its 757-200ASF freighter conversion program earlier this year.
In addition, ASCC has Brazilian approval of the STC and anticipates European Aviation Safety Agency (EASA) approval in the near future.
