It is very simple without complex formulas: flying slower you "through down" less air, and to maintain the same impulse you need to through it down faster. The energy needed is proportional to the mass and proportional to the square of speed. So flying two times faster you through down two...
Jump to postIMHO, fuel flow is relatively easy to estimate as a function of aircraft type and weight. As far as I know, in ISA conditions in long range cruise classics B733-5 would burn 1/23 of its weight per hour, while NG would burn 1/27 – 1/28 of its weight in hourly fuel flow. B744 1/30 A330 1/33 – 1/35 77E...
Jump to postCX operate dedicated freighter to/from Europe. It is cheaper for the airline to carry freight on those aircraft rather than on a passenger aircraft. I know that report is expensive, it will however give the better picture of the market demand to/from Europe. What you will not see published anywhere...
Jump to postThat data is available as a commercial product. http://www.strategyr.com/Air_Cargo_Market_Report.asp There is a hefty price tag to that report. For instance, AF-KL say that their 77W have a 24 ton of cargo capacity and that on Asian routes it is used on average by 80%. Wonder if that's your picture...
Jump to postZeke, I would like to ask a question on typical / average cargo load (belly) on your 77W, A333 and A359 pax equipment. Hope that is not very sensitive data. The freight you haul may make comparison between a/c types more interesting. Could you split it per general direction, e.g. Hong Kong - Europe,...
Jump to postI always work off the belly layout for each airplane, I calculate the bags @ 1.3 per passenger; 36 per LD3. ( a major airline has confirmed these numbers) to get the LD3 count. I go to the belly layout, cross off the baggage LD3's and convert the remaining space into 96"x 125" pallets plu...
Jump to postYou are right. It is just simpler to count in LD3: manufacturer presents LD3 data, it is a clear modular concept. Pallets will not change much the available capacity.
Indeed it is also possible to use m3 data of belly capacity, but counting in it may be more awkward.
An EK 575t MTOW with 485 passengers has no capability for freight after 16hrs. At 15 hrs. it is good for ~ 9t. It is volume limited at about 15t from memory. Thank you, sunrisevalley. Airbus says that A388 has 38 LD3 places http://www.airbus.com/aircraftfamilies/ ... fications/ For a 520 seat craft...
Jump to postThere is yet another component to the discussion: short term and long term decisions. If we think short term, then Matt's logic of computing cargo margins on a very narrow cost basis seems to be valid. If we think in terms of fleet renewal horizon (12-25 years), then I would include other costs into...
Jump to post<< If cargo's profit margin were ~60-70% as in 2014, the on average cargo would contribute a profit delta per widebody trip equivalent to ~10% of trip revenue. Cargo profit margin is a very slippery notion, which led to a heated argument here. If you would count direct expenses of flying a plane wit...
Jump to postHello guys and girls! I’ve been reading airliners.net for quite some time, but this topic made me register and write the first post. I think that speaking about apparent overcapacity of the belly freight space, a transport economist notices that a) Abundance of relatively and historically cheap tran...
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