A new cargo airline - Airliners-India

tayara mechanici · Member

RE: A new cargo airline

jordan191 · Recruit

Thanks! It will be interesting to see where the MD-11 freighters come from, there aren't too many kicking around. I fail to see the logic of 6 MDs changing to 3 B777s, so I suspect that it will start off with 1 or 2 MDs at some stage in 2007, or maybe something like A300-600 if the MDs are not available or too expensive? They could always lease some old Turkish A300 freighters to prove the routes!

tayara mechanici · Member

jordan191 wrote:

Thanks! It will be interesting to see where the MD-11 freighters come from, there aren't too many kicking around. I fail to see the logic of 6 MDs changing to 3 B777s, so I suspect that it will start off with 1 or 2 MDs at some stage in 2007, or maybe something like A300-600 if the MDs are not available or too expensive? They could always lease some old Turkish A300 freighters to prove the routes!

Turkish operate A300B4s totally different range and load, its more of a regional mission freighter. MD-11 are long haul 80Tonners. If i am not mistaken the order is for 4X B777, these carry approx 102Tons. Optimum size to carry high value freight to N America non-stop

HAWK21M · Member

Currently only BDA/DHL in India.When is First Flight planning to start ops.

regds

MEL

jordan191 · Recruit

I would suspect the only difference between A300 and MD-11 is payload - the MD-11 would also have to techstop somewhere to get to the US. The triple 7 deliveries are 3 years away!! Ops should start Q1 2007.

-- Edited by jordan191 at 15:50, 2006-07-26

tayara mechanici · Member

jordan191 wrote:

I would suspect the only difference between A300 and MD-11 is payload - the MD-11 would also have to techstop somewhere to get to the US. The triple 7 deliveries are 3 years away!! Ops should start Q1 2007.-- Edited by jordan191 at 15:50, 2006-07-26

Well Jordan, there is a payload diff of x2 and range diff of about the same. The data below has been extracted from BOEING -MD11 and AIRBUS A306 website respectively. The max payload for MD-11 is 80T and for a converted A306 is 40T with both aircraft operating to US from India with a tech stop, simple school boy maths ( thats my limitation ) will tell you MD-11 CATM is lower than A306 inspite of the 3 engines, unless you've access to contradicting info that you can generously share with us .

The nonstop range of the standard MD-11 operating at a maximum takeoff weight of 602,500 pounds (273,290 kg) is approximately 7,630 statute miles (12,270 km) with 285 passengers and their bags. The extended-range version of the MD-11, equipped with an auxiliary fuel tank and operating at a higher maximum takeoff weight of 630,500 pounds (285,990 kg), has a range of approximately 8,225 statute miles (13,230 km).

The A300 has been designed for optimum operating efficiency in regional operations and on medium-range routes, with range capability up to 4000 nm (7700 km). This careful optimisation has made the A300 the most popular aircraft for regional passenger operations.

-- Edited by tayara mechanici at 16:10, 2006-07-26

-- Edited by tayara mechanici at 20:24, 2006-07-26

tayara mechanici · Member

jordan191 wrote:

Either very smart and has found a nice niche which will avoid the internal pax airline slaughter to come in the next 12-18 months, or doomed to a very quick failure.

How would you place airlines in India in this ''Slaughter'' scenario ?

IMO one of the biggest prob afflicting airlines in INDIA is wage inflation and high attrition rates, collapse or wind down of some airlines in this region will surely have a positive effect on this issue. Regards revenue as per WB Indian growth story is here to stay even in face of a global recession, albeit at lower than 8% GDP growth. So as long as there are adequate pax and freight the airlines here should be able to break even.

Any rise in fuel price, will be compensated with better yield due reduced comptetion as a result of the slaughter.

Positive ? Can't help it i am a INDOPHILE.

HAWK21M · Member

There will be a limit to how low Ticket prices can drop & How High Salaries can rise.Both affect the Profit margin of an Airline.

The Advantage for Freighters is the Load stays the same Irrespective of Vacation season or not & Cargo/Courier prices have not dropped.

regds

MEL

tayara mechanici · Member

HAWK21M wrote:

There will be a limit to how low Ticket prices can drop & How High Salaries can rise.Both affect the Profit margin of an Airline. The Advantage for Freighters is the Load stays the same Irrespective of Vacation season or not & Cargo/Courier prices have not dropped. regds MEL

The limit is cash flow, you can differ Airport Op charges, Fuel bill, even Mx (As far as possible) but you cannot differ employ wages. Will you ever work today to be paid 3mnths later ? especially not the pilots.

Well cargo rates do drop specially on routes with high volume of flts i.e. UAE, UK. Another factor affecting cargo is global trade. The recent failure of WTO agreements will affect the plans of many global express operators. Read the DHL magazine next month. They would have run a analysis of this, you can then get YOUR DUCKS IN A ROW............