Fedex 777 vs Ups 747
01-29-2011, 11:31 AM
#21
Gets Weekends Off
Joined APC: Jul 2005
Posts: 255
777F is based on 777-200LR. Passenger to freighter conversion of 777-200 or -200ER won't have near the range of 777-200F. Would like to see 777F at UPS some day but the 747-8 may be the more logical choice.
Assuming for both FEDEX and UPS, the aircraft reach max volume before max payload weight, the -8F would have the advantage. With the 6400nm distance advertised in the video(PVG - SDF is same distance) the 777F can carry about 175K LBS max while the -8F could carry 210K max. But the volume on the -8F
is 30,200 cu ft versus 23,000 cu ft for the 777F. 3 -8F flights carry the equivalent volume of one extra 777F versus 3 777F flights. With slot limitations in Asia, -8F makes more sense.
Common type with -400F would also mitigate training costs for UPS. Only 2-3 day differences course, then crews would fly both types much like 75/76. Maybe then you would see that mythical SDF base I have heard about for the last four years.
Assuming for both FEDEX and UPS, the aircraft reach max volume before max payload weight, the -8F would have the advantage. With the 6400nm distance advertised in the video(PVG - SDF is same distance) the 777F can carry about 175K LBS max while the -8F could carry 210K max. But the volume on the -8F
is 30,200 cu ft versus 23,000 cu ft for the 777F. 3 -8F flights carry the equivalent volume of one extra 777F versus 3 777F flights. With slot limitations in Asia, -8F makes more sense.
Common type with -400F would also mitigate training costs for UPS. Only 2-3 day differences course, then crews would fly both types much like 75/76. Maybe then you would see that mythical SDF base I have heard about for the last four years.
01-29-2011, 12:33 PM
#22
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Joined APC: Jul 2006
Position: 767 Cap
Posts: 1,306
According to the conversion/acquisition schedule from maintenance, the 1st MD, which was in service for the just passed peak, was from Finnair. The other 4 are from Transmiles and have been discussed on a previous thread. They should come on line in Jul, Aug, Oct, and Nov of 2011
01-31-2011, 12:47 PM
#23
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Joined APC: Mar 2008
Position: MD11 Kitchen Bi*ch
Posts: 263
777F is based on 777-200LR. Passenger to freighter conversion of 777-200 or -200ER won't have near the range of 777-200F. Would like to see 777F at UPS some day but the 747-8 may be the more logical choice.
Assuming for both FEDEX and UPS, the aircraft reach max volume before max payload weight, the -8F would have the advantage. With the 6400nm distance advertised in the video(PVG - SDF is same distance) the 777F can carry about 175K LBS max while the -8F could carry 210K max. But the volume on the -8F
is 30,200 cu ft versus 23,000 cu ft for the 777F. 3 -8F flights carry the equivalent volume of one extra 777F versus 3 777F flights. With slot limitations in Asia, -8F makes more sense.
Assuming for both FEDEX and UPS, the aircraft reach max volume before max payload weight, the -8F would have the advantage. With the 6400nm distance advertised in the video(PVG - SDF is same distance) the 777F can carry about 175K LBS max while the -8F could carry 210K max. But the volume on the -8F
is 30,200 cu ft versus 23,000 cu ft for the 777F. 3 -8F flights carry the equivalent volume of one extra 777F versus 3 777F flights. With slot limitations in Asia, -8F makes more sense.
FedEx restricts it's aircraft acquisition decisions, as they relate to heavy lift/long haul, to assessing range vs. lift vs. fuel burn. FedEx, should they opt for any 747 model, would probably stick to this model, as it expedites the handling of items in transit. A pallet built to fit conformally for a 747 would have to be reloaded into a container if the load was being transferred to any other wide body, a time consuming process when minutes count.
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