Cargo aircraft

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A Volga-Dnepr Airlines An-124 prepares for loading in 2008 An-124 ready.jpg
A Volga-Dnepr Airlines An-124 prepares for loading in 2008

A cargo aircraft (also known as freight aircraft, freighter, airlifter or cargo jet) is a fixed-wing aircraft that is designed or converted for the carriage of cargo rather than passengers. Such aircraft generally feature one or more large doors for loading cargo. Passenger amenities are removed or not installed, although there are usually basic comfort facilities for the crew such as a galley, lavatory, and bunks in larger planes. [1] Freighters may be operated by civil passenger or cargo airlines, by private individuals, or by government agencies of individual countries such as the armed forces.

Contents

Aircraft designed for cargo flight usually have features that distinguish them from conventional passenger aircraft: a wide/tall fuselage cross-section, a high-wing to allow the cargo area to sit near the ground, numerous wheels to allow it to land at unprepared locations, and a high-mounted tail to allow cargo to be driven directly into and off the aircraft.

By 2015, dedicated freighters represent 43% of the 700 billion ATK (available tonne-kilometer) capacity, while 57% is carried in airliner's cargo holds. Also in 2015, Boeing forecast belly freight to rise to 63% while specialised cargoes would represent 37% of a 1,200 billion ATKs in 2035. [2] The Cargo Facts Consulting firm forecasts that the global freighter fleet will rise from 1,782 to 2,920 cargo aircraft from 2019 to 2039. [3]

History

The Vickers Vernon, introduced in 1921, was the first cargo plane for military troops Vickers Vernon.jpg
The Vickers Vernon, introduced in 1921, was the first cargo plane for military troops
The Arado Ar 232, the first purpose built cargo aircraft Arado Ar 232B-0 RAE.jpg
The Arado Ar 232, the first purpose built cargo aircraft
A U.S. Air Force Lockheed C-130 Hercules, the archetypal military transport aircraft, over the Atlantic Ocean in 2014 Lockheed C-130 Hercules.jpg
A U.S. Air Force Lockheed C-130 Hercules, the archetypal military transport aircraft, over the Atlantic Ocean in 2014
The Antonov An-225 Mriya, the heaviest cargo aircraft Antonov An-225 Beltyukov-1.jpg
The Antonov An-225 Mriya, the heaviest cargo aircraft

Aircraft were put to use carrying cargo in the form of air mail as early as 1911. Although the earliest aircraft were not designed primarily as cargo carriers, by the mid-1920s aircraft manufacturers were designing and building dedicated cargo aircraft.

In the UK during the early 1920s, the need was recognized for a freighter aircraft to transport troops and material quickly to pacify tribal revolts in the newly occupied territories of the Middle East. The Vickers Vernon, a development of the Vickers Vimy Commercial, entered service with the Royal Air Force as the first dedicated troop transport in 1921. In February 1923 this was put to use by the RAF's Iraq Command who flew nearly 500 Sikh troops from Kingarban to Kirkuk in the first ever strategic airlift of troops. [4] [5] Vickers Victorias played an important part in the Kabul Airlift of November 1928 – February 1929, when they evacuated diplomatic staff and their dependents together with members of the Afghan royal family endangered by a civil war. [6] The Victorias also helped to pioneer air routes for Imperial Airways' Handley Page HP.42 airliners. [7]

The World War II German design, the Arado Ar 232 was the first purpose-built cargo aircraft. The Ar 232 was intended to supplant the earlier Junkers Ju 52 freighter conversions, but only a few were built. Most other forces used freighter versions of airliners in the cargo role as well, most notably the C-47 Skytrain version of the Douglas DC-3, which served with practically every Allied nation. One important innovation for future cargo aircraft design was introduced in 1939, with the fifth and sixth prototypes of the Junkers Ju 90 four-engined military transport aircraft, with the earliest known example of a rear loading ramp. This aircraft, like most of its era, used tail-dragger landing gear which caused the aircraft to have a decided rearward tilt when landed. These aircraft introduced the Trapoklappe, a powerful ramp/hydraulic lift with a personnel stairway centered between the vehicle trackway ramps, that raised the rear of the aircraft into the air and allowed easy loading. [8] A similar rear loading ramp even appeared in a somewhat different form on the nosewheel gear-equipped, late WW II era American Budd RB-1 Conestoga twin-engined cargo aircraft.

Postwar Europe also served to play a major role in the development of the modern air cargo and air freight industry. It is during the Berlin Airlift at the height of the Cold War, when a massive mobilization of aircraft was undertaken by the West to supply West Berlin with food and supplies, in a virtual around the clock air bridge, after the Soviet Union closed and blockaded Berlin's land links to the west. To rapidly supply the needed numbers of aircraft, many older types, especially the Douglas C-47 Skytrain, were pressed into service. In operation it was found that it took as long or longer to unload these older designs as the much larger tricycle landing gear Douglas C-54 Skymaster which was easier to move about in when landed. The C-47s were quickly removed from service, and from then on flat-decks were a requirement of all new cargo designs.

In the years following the war era a number of new custom-built cargo aircraft were introduced, often including some "experimental" features. For instance, the US's C-82 Packet featured a removable cargo area, while the C-123 Provider introduced the now-common rear fuselage/upswept tail shaping to allow for a much larger rear loading ramp. But it was the introduction of the turboprop that allowed the class to mature, and even one of its earliest examples, the C-130 Hercules, in the 21st century as the Lockheed Martin C-130J, is still the yardstick against which newer military transport aircraft designs are measured. Although larger, smaller and faster designs have been proposed for many years, the C-130 continues to improve at a rate that keeps it in production.

"Strategic" cargo aircraft became an important class of their own starting with the Lockheed C-5 Galaxy in the 1960s and a number of similar Soviet designs from the 70s and 80s, and culminating in the Antonov An-225, the world's largest aircraft. These designs offer the ability to carry the heaviest loads, even main battle tanks, at global ranges. The Boeing 747 was originally designed to the same specification as the C-5, but later modified as a design that could be offered as either passenger or all-freight versions. The "bump" on the top of the fuselage allows the crew area to be clear of the cargo containers sliding out of the front in the event of an accident.

When the Airbus A380 was announced, the maker originally accepted orders for the freighter version A380F, offering the second largest payload capacity of any cargo aircraft, exceeded only by the An-225. [9] An aerospace consultant has estimated that the A380F would have 7% better payload and better range than the 747-8F, but also higher trip costs. Starting May 2020 Portuguese Hi Fly started charting cargo flights with an A380, carrying medical supplies from China to different parts of the world in the response to the Covid-19 outbreak. [10] It allows almost 320  m3 of cargo between the three decks. [11] In November 2020 Emirates started offering an A380 mini-freighter, which allows for 50 tons of cargo in the belly of the plane. [12] [13]

The Importance of Cargo Aircraft

Cargo aircraft has had many uses throughout the years, but the current importance of cargo aircraft is not highly talked about. Cargo planes today can carry almost everything ranging from perishables and supplies to fully built cars and livestock. The most use of cargo aircraft comes from the increase in online shopping through retailers like Amazon and Ebay. Since most of these items are made all over the world, [14] air cargo is used to get it from point A to point B as fast as possible. Air cargo significantly adds to the world trade value, [15] Air cargo transports over US $6 trillion worth of goods, accounting for approximately 35% of world trade by value. This helps producers keep the costs of goods down, allows consumers to be able to purchase more items, and allows stores to remain with goods on the shelf.  

Not only is air cargo important in the delivery and shipping aspect, it is also highly important in the job industry. Air cargo companies around the United States employ over 250,000 workers, [16] U.S. cargo airlines employed 268,730 workers in August 2023, 34% of the industry total.

Cargo aircraft types

Nearly all commercial cargo aircraft presently in the fleet are derivatives or transformations of passenger aircraft. However, there are three other methods to the development of cargo aircraft. [17]

Derivatives of non-cargo aircraft

A Boeing 737-300 converted freighter of Toll Aviation in 2009 Frola 91927 1259322186 (5777864292).jpg
A Boeing 737-300 converted freighter of Toll Aviation in 2009

Many types can be converted from airliner to freighter by installing a main deck cargo door with its control systems; upgrading floor beams for cargo loads and replacing passenger equipment and furnishings with new linings, ceilings, lighting, floors, drains and smoke detectors. Specialized engineering teams rival Airbus and Boeing, giving the aircraft another 15–20 years of life. Aeronautical Engineers Inc converts the Boeing 737-300/400/800, McDonnell Douglas MD-80 and Bombardier CRJ200. Israel Aerospace Industries’ Bedek Aviation converts the 737-300/400/700/800 in about 90 days, 767-200/300s in about four months and 747-400s in five months, and is looking at the Boeing 777, Airbus A330 and A321. [18] Voyageur Aviation located in North Bay, Ontario converts the DHC-8-100 into the DHC-8-100 Package Freighter Conversion. [19]

An A300B4-200F conversion cost $5M in 1996, an A300-600F $8M in 2001, a McDonnell Douglas MD-11F $9M in 1994, a B767-300ERF $13M in 2007, a Boeing 747-400 PSF $22M in 2006, an A330-300 P2F was estimated at $20M in 2016 and a Boeing 777-200ER BCF at $40M in 2017. By avoiding the main deck door installation and relying on lighter elevators between decks, LCF Conversions wants to convert A330/A340s or B777s for $6.5M to $7.5M. [20] In the mid 2000s, passenger 747-400s cost $30–50 million before a $25 million conversion, a Boeing 757 had to cost $15 million before conversion, falling to below $10 million by 2018, and $5 million for a 737 Classic, falling to $2–3 million for a Boeing 737-400 by 2018. [21]

Derivative freighters have most of their development costs already amortized, and lead time before production is shorter than all new aircraft. Converted cargo aircraft use older technology; their direct operating costs are higher than what might be achieved with current technology. Since they have not been designed specifically for air cargo, loading and unloading is not optimized; the aircraft may be pressurized more than necessary, and there may be unnecessary apparatus for passenger safety.

Dedicated civilian cargo aircraft

A dedicated commercial air freighter is an airplane which has been designed from the beginning as a freighter, with no restrictions caused by either passenger or military requirements. Over the years, there has been a dispute concerning the cost effectiveness of such an airplane, with some cargo carriers stating that they could consistently earn a profit if they had such an aircraft. To help resolve this disagreement, the National Aeronautics and Space Administration (NASA) selected two contractors, Douglas Aircraft Co. and Lockheed-Georgia Co., to independently evaluate the possibility of producing such a freighter by 1990. This was done as part of the Cargo/Logistics Airlift Systems Study (CLASS). At comparable payloads, dedicated cargo aircraft was said to provide a 20 percent reduction in trip cost and a 15 percent decrease in aircraft price compared to other cargo aircraft. These findings, however, are extremely sensitive to assumptions about fuel and labor costs and, most particularly, to growth in demand for air cargo services. Further, it ignores the competitive situation brought about by the lower capital costs of future derivative air cargo aircraft.

The main advantage of the dedicated air freighter is that it can be designed specifically for air freight demand, providing the type of loading and unloading, flooring, fuselage configuration, and pressurization which are optimized for its mission. Moreover, it can make full use of NASA's ACEE results, with the potential of significantly lowering operating costs and fuel usage. Such a high overhead raises the price of the airplane and its direct operating cost (because of depreciation and insurance costs) and increases the financial risks to investors, especially since it would be competing with derivatives which have much smaller development costs per unit and which themselves have incorporated some of the cost-reducing technology.

Joint civil-military cargo aircraft

One benefit of a combined development is that the development costs would be shared by the civil and military sectors, and the number of airplanes required by the military could be decreased by the number of civil reserve airplanes purchased by air carriers and available to the military in case of emergency. There are some possible drawbacks, as the restrictions executed by joint development, the punishments that would be suffered by both civil and military airplanes, and the difficulty in discovering an organizational structure that authorizes their compromise. Some features appropriate to a military aircraft would have to be rejected, because they are not suitable for a civil freighter. Moreover, each airplane would have to carry some weight which it would not carry if it were independently designed. This additional weight lessens the payload and the profitability of the commercial version. This could either be compensated by a transfer payment at acquisition, or an operating penalty compensation payment. Most important, it is not clear that there will be an adequate market for the civil version or that it will be cost competitive with derivatives of passenger aircraft.

Unpiloted cargo aircraft

The Chinese Academy of Sciences flying an unpiloted PAC P-750 XSTOL in 2012 PACP-750XSTOL2.jpg
The Chinese Academy of Sciences flying an unpiloted PAC P-750 XSTOL in 2012
A Boeing 747's open cargo door nose at the Paris Air Show in 2011 Boeing 747-8F Nose cargo door.jpg
A Boeing 747's open cargo door nose at the Paris Air Show in 2011

Rapid delivery demand and e-commerce growth stimulate UAV freighters development for 2020: [22]

Carpinteria, California-startup Dorsal Aircraft wants to make light standard ISO containers part of its unpiloted freighter structure where the wing, engines and tail are attached to a dorsal spine fuselage. Interconnecting 1.5–15.2-metre-long (5–50 ft) long aluminum containers carry the flight loads, aiming to lower overseas airfreight costs by 60%, and plan to convert C-130H with the help of Wagner Aeronautical of San Diego, experienced in passenger-to-cargo conversions. [23]

Beijing-based Beihang UAS Technology developed its BZK-005 high-altitude, long-range UAV for cargo transport, capable of carrying 1.2 t (2,600 lb) over 1,200 km (650 nmi) at 5,000 m (16,000 ft).Garuda Indonesia will test three of them initially from September 2019, before operations in the fourth quarter. Garuda plans up to 100 cargo UAVs to connect remote regions with limited airports in Maluku, Papua, and Sulawesi. [24]

Examples

Early air mail and airlift logistics aircraft

This Avro York cargo plane, photographed by the Royal Air Force, was later used by Winston Churchill Avro York.jpg
This Avro York cargo plane, photographed by the Royal Air Force, was later used by Winston Churchill

Converted airliners

  1. 1 2 3 4 5 6 Conversions

Oversize transport

Light aircraft

Military cargo aircraft

Experimental cargo aircraft

Comparisons

Comparison of cargo aircraft capabilities
AircraftVolume
(m3)
PayloadCruiseRangeUsage
Airbus A400M 27037,000 kg (82,000 lb)780 km/h (420 kn)6,390 km (3,450 nmi)Military
Airbus A300-600F391.448,000 kg (106,000 lb)7,400 km (4,000 nmi)Commercial
Airbus A330-200F47570,000 kg (154,000 lb)871 km/h (470 kn)7,400 km (4,000 nmi)Commercial
Airbus A380 [28] 34268,000 kg (150,000 lb)871 km/h (470 kn)14,800 km (8,000 nmi)Commercial
Airbus Beluga 121047,000 kg (104,000 lb)4,632 km (2,500 nmi)Commercial
Airbus BelugaXL 261553,000 kg (117,000 lb)4,074 km (2,200 nmi)Commercial
Antonov An-124 1028150,000 kg (331,000 lb)800 km/h (430 kn)5,400 km (2,900 nmi)Both
Antonov An-22 63980,000 kg (176,000 lb)740 km/h (400 kn)10,950 km (5,910 nmi)Both
Antonov An-225 1300250,000 kg (551,000 lb)800 km/h (430 kn)15,400 km (8,316 nmi)Commercial
Boeing C-17 77,519 kg (170,900 lb)830 km/h (450 kn)4,482 km (2,420 nmi)Military
Boeing 737-700C107.618,200 kg (40,000 lb)931 km/h (503 kn)5,330 km (2,880 nmi)Commercial
Boeing 757-200F23939,780 kg (87,700 lb)955 km/h (516 kn)5,834 km (3,150 nmi)Commercial
Boeing 747-8F 854.5134,200 kg (295,900 lb)908 km/h (490 kn)8,288 km (4,475 nmi)Commercial
Boeing 747 LCF 184083,325 kg (183,700 lb)878 km/h (474 kn)7,800 km (4,200 nmi)Commercial
Boeing 767-300F438.252,700 kg (116,200 lb)850 km/h (461 kn)6,025 km (3,225 nmi)Commercial
Boeing 777F653103,000 kg (227,000 lb)896 km/h (484 kn)9,070 km (4,900 nmi)Commercial
Bombardier Dash 8-100394,700 kg (10,400 lb)491 km/h (265 kn)2,039 km (1,100 nmi)Commercial
Lockheed C-5 122,470 kg (270,000 lb)919 km/h4,440 km (2,400 nmi)Military
Lockheed C-130 20,400 kg (45,000 lb)540 km/h (292 kn)3,800 km (2,050 nmi)Military
Douglas DC-10-3077,000 kg (170,000 lb)908 km/h (490 kn)5,790 km (3,127 nmi)Commercial
McDonnell Douglas MD-11 44091,670 kg (202,100 lb)945 km/h (520 kn)7,320 km (3,950 nmi)Commercial

See also

Related Research Articles

<span class="mw-page-title-main">Boeing 747</span> American wide-body long-range commercial jet aircraft

The Boeing 747 is a large, long-range wide-body airliner designed and manufactured by Boeing Commercial Airplanes in the United States between 1968 and 2023. After introducing the 707 in October 1958, Pan Am wanted a jet 2+12 times its size, to reduce its seat cost by 30%. In 1965, Joe Sutter left the 737 development program to design the 747. In April 1966, Pan Am ordered 25 Boeing 747-100 aircraft, and in late 1966, Pratt & Whitney agreed to develop the JT9D engine, a high-bypass turbofan. On September 30, 1968, the first 747 was rolled out of the custom-built Everett Plant, the world's largest building by volume. The first flight took place on February 9, 1969, and the 747 was certified in December of that year. It entered service with Pan Am on January 22, 1970. The 747 was the first airplane called a "Jumbo Jet" as the first wide-body airliner.

<span class="mw-page-title-main">Cargo airline</span> Airline specializing in transporting air freight

Cargo airlines are airlines mainly dedicated to the transport of cargo by air. Some cargo airlines are divisions or subsidiaries of larger passenger airlines. In 2018, airline cargo traffic represented 262,333 million tonne-kilometres with a 49.3% load factor: 52.1% for dedicated cargo operations, and 47.9% within mixed operations.

<span class="mw-page-title-main">Airbus A330</span> Wide-body twin-engine jet airliner

The Airbus A330 is a wide-body aircraft developed and produced by Airbus. Airbus conceived several derivatives of the A300, its first airliner from the mid-1970s. Then the company began development on the A330 twinjet in parallel with the A340 quadjet and launched both designs with their first orders in June 1987. The A330-300, the first variant, took its maiden flight in November 1992 and entered service with Air Inter in January 1994. The slightly shorter A330-200 variant followed in 1998.

<span class="mw-page-title-main">Airbus A380</span> Wide-body double deck aircraft

The Airbus A380 is a very large wide-body airliner that was developed and produced by Airbus. It is the world's largest passenger airliner and only full-length double-deck jet airliner. Airbus studies started in 1988, and the project was announced in 1990 to challenge the dominance of the Boeing 747 in the long-haul market. The then-designated A3XX project was presented in 1994; Airbus launched the €9.5 billion ($10.7 billion) A380 programme on 19 December 2000. The first prototype was unveiled in Toulouse on 18 January 2005, with its first flight on 27 April 2005. It then obtained its type certificate from the European Aviation Safety Agency (EASA) and the US Federal Aviation Administration (FAA) on 12 December 2006.

<span class="mw-page-title-main">Wide-body aircraft</span> Airliner with two aisles

A wide-body aircraft, also known as a twin-aisle aircraft and in the largest cases as a jumbo jet, is an airliner with a fuselage wide enough to accommodate two passenger aisles with seven or more seats abreast. The typical fuselage diameter is 5 to 6 m. In the typical wide-body economy cabin, passengers are seated seven to ten abreast, allowing a total capacity of 200 to 850 passengers. Seven-abreast aircraft typically seat 160 to 260 passengers, eight-abreast 250 to 380, nine- and ten-abreast 350 to 480. The largest wide-body aircraft are over 6 m (20 ft) wide, and can accommodate up to eleven passengers abreast in high-density configurations.

<span class="mw-page-title-main">Airbus Beluga</span> Outsize cargo version of the A300-600 airliner

The Airbus A300-600ST, or Beluga, is a specialised wide-body airliner used to transport aircraft parts and outsize cargoes. It received the official name of Super Transporter early on, but its nickname, after the beluga whale, which it resembles, gained popularity and has since been officially adopted.

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<span class="mw-page-title-main">Airbus CC-150 Polaris</span> Canadian military transport aircraft

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<span class="mw-page-title-main">Unit load device</span> Pallet or container used to load luggage, freight, and mail on aircraft

A unit load device (ULD) is a container used to load luggage, freight, and mail on wide-body aircraft and specific narrow-body aircraft. It allows preloading of cargo, confidence the containerised load will fit in the aircraft and efficient planning of aircraft weight and balance and reduced labour and time in loading aircraft holds compared with 'bulk-loading' single items of cargo or luggage by hand. Each ULD has its own packing list or manifest so that its contents can be tracked. A loaded aircraft cargo pallet secured with a cargo net also forms a ULD, but its load must be gauged for size in addition to being weighed to ensure aircraft door and hold clearances.

<span class="mw-page-title-main">Combi aircraft</span> Aircraft that can carry passengers and/or cargo

Combi aircraft in commercial aviation are aircraft that can be used to carry either passengers as an airliner, or cargo as a freighter, and may have a partition in the aircraft cabin to allow both uses at the same time in a mixed passenger/freight combination. The name combi comes from the word combination. The concept originated in railroading with the combine car, a passenger car that contains a separate compartment for mail or baggage.

<span class="mw-page-title-main">Bandaranaike International Airport</span> Airport in Colombo, Sri Lanka

Bandaranaike International Airport (BIA) (Sinhala: බණ්ඩාරනායක ජාත්‍යන්තර ගුවන්තොටුපළ, romanized: Bandāranāyaka Jātyantara Guvantoṭupaḷa; Tamil: பண்டாரநாயக்க சர்வதேச விமான நிலையம், romanized: Paṇṭāranāyakka Carvatēca Vimāṉa Nilaiyam) (commonly known as Colombo International Airport, Colombo–Bandaranaike International Airport, and locally as Katunayake International Airport) (IATA: CMB, ICAO: VCBI) is the main international airport serving Sri Lanka. It is named after former Prime Minister S. W. R. D. Bandaranaike (1899–1959) and is located in a suburb of Negombo, 32.5 kilometres (20+1⁄4 miles) north of the nation's longstanding capital and commercial center, Colombo.

<span class="mw-page-title-main">Boeing 747-8</span> Wide-body airliner, last production series of the 747

The Boeing 747-8 is the final series of the large, long-range wide-body airliners in the Boeing 747 family from Boeing Commercial Airplanes. The 747-8 is the largest variant of the 747 and Boeing's largest aircraft. After introducing the 747-400, Boeing considered larger 747 versions as alternatives to the proposed double-deck Airbus A3XX, later developed as the Airbus A380. The stretched 747 Advanced was launched as the 747-8 on November 14, 2005, for a market forecast of 300 aircraft. The first 747-8F Freighter performed its maiden flight on February 8, 2010, and the passenger 747-8I Intercontinental followed suit on March 20, 2011. The cargo version was first delivered in October 2011 and the airliner began commercial service in June 2012.

<span class="mw-page-title-main">Twinjet</span> Jet aircraft powered by two engines

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<span class="mw-page-title-main">Boeing Dreamlifter</span>

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<span class="mw-page-title-main">National Airlines (N8)</span> Airline of the United States

National Air Cargo Group, Inc., also operating as National Airlines, is a United States airline based in Orlando, Florida. It operates on-demand cargo and passenger charter services. It added scheduled passenger service on December 16, 2015 from its hub at Orlando Sanford International Airport, Orlando.

UPS Airlines is a major American cargo airline based in Louisville, Kentucky. One of the largest cargo airlines worldwide, UPS Airlines flies to 815 destinations worldwide. It has been a wholly owned subsidiary of United Parcel Service since its launch in 1988.

<span class="mw-page-title-main">Double-deck aircraft</span> Aircraft with two passenger decks

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<span class="mw-page-title-main">Four-engined jet aircraft</span>

A four-engined jet, sometimes called a quadjet, is a jet aircraft powered by four engines. The presence of four engines offers increased power, allowing such aircraft to be used as airliners, freighters, and military aircraft. Many of the first purpose-built jet airliners had four engines, among which stands the De Havilland Comet, the world's first commercial jetliner. In the decades following their introduction, their use has gradually declined due to a variety of factors, including the approval of twin-engine jets to fly farther from diversion airports as reliability increased, and an increased emphasis on fuel efficiency.

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