Big freighter

Cargo carrier UPS is set to operate more Boeing 747-8s than any other airline. Mark Broadbent reports on the freighter version of the latest Jumbo

COMMERCIAL BOEING 747-8

UPS Airlines has ordered 14 more 747-8 Freighters, which will take its 747-8F fleet to 28 by 2022.
All photos UPS Airlines

The recent order placed by UPS Airlines for 14 Boeing 747-8 Freighters is significant for several reasons. It is a further expansion of lift capacity for the world’s secondlargest cargo airline, it reflects growing confidence in the health of the international air cargo market and it has given a boost to the 747-8 programme.

Largest 747-8 fleet

The purchase by UPS Airlines, which coincided with the carrier’s 30th birthday, follows an order from the airline placed in October 2016 for 14 747-8Fs. Four 747- 8Fs from that contract have already been handed over; three were delivered last year and the fourth arrived in January.

Captain Doug Menish, the UPS Airlines 747- 8 Fleet Manager, told AIR International five more aircraft from the 2016 contract will be delivered this year, giving UPS a nine-strong 747-8F fleet by the end of 2018.

The remaining 19 aircraft will be delivered by Boeing progressively over the next few years. The total of 28 Jumbos from the two orders are all scheduled to be in service by 2022, by which time UPS will have received another four 767 Freighters, which the airline also ordered from Boeing in February. When all the 28 747-8Fs are delivered, UPS Airlines will operate more examples of the 747-8 than any other airline, whether they’re flying passengers or cargo.

Air cargo growth

The introduction of the 747-8F to UPS Airlines service last year and the carrier’s repeat order both attest to a rebound in the air cargo market, which the International Air Transport Association (IATA) says is growing again after a sluggish few years. The latest IATA data reported 9% growth in air cargo demand in 2017, more than three times the 3% growth in 2016, which the association says was prompted by rising global manufacturing exports.

Alexandre de Juniac, IATA’s Director General and Chief Executive, commented: “Air cargo is still a very tough and competitive business, but the developments in 2017 were the most positive that we have seen in a very long time.”

Although the pace of growth is expected to slow to 4.5% in 2018, the macroeconomic picture still provided a solid basis for UPS Airlines to buy more 747-8Fs, as the carrier acknowledged to AIR International.

A spokesman said: “We need the lift. The world of e-commerce shows no sign of abating. In 2017, our international export shipments, basically packages moving across a border, increased by 15%. Domestic US overnight increased by 4.9%. Customers are demanding the lift and we’re responding to that demand.”

When it announced the latest 747-8F order, UPS Airlines emphasised the Jumbos will add additional capacity to the carrier’s network rather than replace older high-capacity 747- 400Fs and MD-11Fs already in its fleet.

Large capacity

The 747-8F gives carriers an ability to take advantage of the upswing in air cargo. The 747-8F has 4,245ft3 (120m3) more cargo volume than the preceding 747 Freighter model, the 747-400F, of which UPS Airlines operates 13.

A 747-8F has 34 main-deck pallet positions and 12 lower-deck positions and a maximum cargo payload of 307,600lb (139,525kg), compared to a 747-400F’s 30 main-deck and nine lower-deck positions and 258,600lb (117,298kg) payload, according to UPS Airlines figures.

Boeing 787-8 Freighter basic characteristics

Length 250ft 2in (76.3m)

Wingspan 224ft 5in (68.4m)

Height 63ft 6in (19.4m)

Max taxi weight 978,000lb (443,613kg)

Max take-offweight 987,000lb (447,400kg)

Max structural payload 307,600lb (139,525kg)

Useable fuel 59,734 US gallons (226,118 litres)

Total cargo volume 30,288ft3 (857m3)

Cargo positions 34 main deck, 12 lower deck

Max speed Mach 0.85

Range 4,200 nautical miles (7,778km)

Engines Four General Electric GEnx GE- 2B67 engines, each generating 66,500lb (296kN) of maximum take-offthrust

Sources: Boeing, General Electric, UPS Airlines

Capt Menish said: “It’s about 16% more volume and then about 19% more payload. On a Hong Kong–Louisville flight, where a 747-400F would carry maybe 250,000lb of payload, we’re looking at close to 300,000lb.”

The 747-8F’s larger size from the 747- 400F provides the extra capacity. Both 747-8 variants (the 747-8 Intercontinental passenger version and the 747-8F) are 250ft 2in (76.3m) long compared to the 231ft 8in-long (70.7m) 747-400, thanks to a 160in (4.1m) fuselage stretch fore of the wing and a 60in (1.6m) stretch aft of the wing. The 747-8’s wingspan is 224ft 5in (68.4m), compared to the 747-400’s 212ft (64.9m). Height is virtually identical: 63ft 6in (19.4m) compared to 63ft 8in (19.4m).

Impact on the network

The 747-8F’s capacity means it is inevitable UPS Airlines has put its big new freighter into service on the key long-haul trunk routes from its Worldport hub at Louisville, Kentucky, where the need for capacity is greatest. The UPS Airlines spokesman told AIR International the carrier’s 747-8Fs are also likely to operate in the future into Europe to the company’s Cologne, Germany, hub.

The aircraft’s combination of capacity and 4,200 nautical miles (7,778km) range is influencing how the carrier is connecting Worldport with other key air cargo centres worldwide. Most notably, the airline has started a new round-the-world route linking North America, the Middle East and Asia.

Capt Menish explained: “Originally, we had a 747-400F that flew Shenzen–Anchorage– Louisville. Because of the stage length the 747- 8F can fly and the payload it can carry, instead of running out to Anchorage we can go the other way and answer the need for Middle East volume and go [from Louisville] to Dubai, then from Dubai to Shenzen and then from Shenzen to Anchorage and back to Louisville.”

The new route initially ran weekly, but its frequency increased to five times a week late in February. UPS says it has taken a day off the transit time for cargo between Louisville and the Middle East. At 6,691 nautical miles (12,392km), the route is the furthest scheduled service ever operated by the carrier and reflects UPS’ intentions to expand its presence in Dubai.

The same ground handling and cargo loading equipment is used for the 747-8F as the 747-400F.

Capt Menish explained the 747-8F’s arrival has had other impacts on UPS Airlines. The carrier has been able to release 747-400Fs from some trunk routes and instead put these aircraft on sectors traditionally served by MD-11Fs. This has increased volume capacity on some flights: for example, the airline says putting 747-400Fs on its Cologne–Dubai flight better serves customers in Europe connecting to the Indian subcontinent, the Middle East and Africa. The UPS MD-11Fs have 207,129lb (93,952kg) payload capacity compared to a 747-400F’s 258,600lb (117,299kg), the airline’s figures state.

In turn, moving the 747-400Fs has freed up some MD-11Fs to provide additional lift on US services, which itself has enabled Airbus A300Fs, Boeing 757Fs and Boeing 767Fs on these routes to be flexibly moved around the network as market demands dictate.

The 747-8F is used by UPS Airlines on its key trunk routes from its Worldport base in Louisville to Asia and the Middle East.

Differences and commonality

Beyond the larger size, there are several differences between the 747-8F and its 747-400F forebear. The ‘Dash Eight’ has new General Electric GEnx GE-2B67 engines, which according to GE’s figures provide 66,500lb (296kN) of maximum take-offthrust compared to the 56,400-63,300lb (251-282kN) generated by the GE CF6, Pratt & Whitney PW4000 and Rolls-Royce RB211 engine choices on the 747-400F. (The UPS 747-400Fs have CF6s.)

The 747-8F has a new wing featuring raked tips, fly-by-wire spoilers and outboard ailerons to save weight and cut drag. Double-slotted inboard and single-slotted outboard flaps, an aileron droop and redesigned flap track fairings are designed to optimise low- speed performance and cut noise, and there are Krueger flaps designed to assist in low-speed handling.

With these key airframe and engine differences, maximising commonality with the 747-400 in other areas was a prime goal for Boeing. Other than a larger tow bar, the servicing requirements needed for the 747-8F such as pneumatic start carts, ground power units, portable loaders and trucks supplying electrical power, conditioned air and water, are the same as those for the 747-400F.

Cargo handling equipment, including the hydraulic lift used to load containers and pallets, and the aircraft’s internal power drive system powering the rollers that move payloads into position the main and lower decks are also identical to the 747-400F.

The commonality minimises change to the spares inventory, which translates to lower costs. Capt Menish said: “There’s about 30% commonality in total with the 747-400F. That probably doesn’t sound like a lot, but that is a significant number when you look at the total number of parts required for the inventory.”

The 747-8 has the same type rating as the 747-400, even though the flight deck has technologies brought across from the 787 Dreamliner, such as multifunction displays, Boeing Class 3 electronic flight bag provision, an electronic checklist, an airport moving map display, integrated approach navigation, GPS autoland, a vertical situation display and an onboard network server.

Capt Menish said the flight deck is “a blend of the old with some of the new”, which minimises training requirements. He explained: “Our current 747-400F-qualified pilots go through a 747-8F differences training course. Essentially, this is one day of computer-based training about systems and two days in what we call an IPT, an integrated procedures trainer, and what other people call a flat panel trainer or a crew-based simulator. After that, they are signed-offto go and fly; there’s no aircraft training or check ride required.

“Boeing engineers and flight test folks did a great job in making it fly as closely as possible to the 747-400 to minimise differences. It flies just like a Boeing. It’s a pleasure to fly; as big as it is it does not feel big and has very nice, soft controls. Boeing designed it so the transition is as easy as possible for the flight crews, [who] absolutely love the aircraft.”

Boeing says the 747-8F burns 16% less fuel and produces 16% lower carbon dioxide emissions compared to the 747-400F and operates at 52% below International Civil Aviation Organization Committee on Aviation Environmental Protection 6 limits for nitrous oxide emissions.

According to Capt Menish, Boeing is “hitting or exceeding” the performance targets to which it committed when it sold the 747-8F to UPS Airlines. He praised the jet’s “pretty stunning” quiet performance; Boeing cites a 30% smaller noise footprint compared to a 747-400. He added: “The dispatch reliability is very high. Normally you get a few problems, but, in this case, we’re seeing very high reliability even a year into the programme.

“It’s exceeded my expectations. I knew it was a great aircraft, but until you go out and fly it and experience the improved performance, seeing is believing. We’re thrilled with the aircraft and we’re pleased we ordered more.”

The 747-8F has 46 cargo positions on its main and lower decks, with 30,288ft3 (857m3) total cargo volume. An internal power drive system is used to power the rollers that move payloads into position.

Orders outlook

The repeat order from UPS Airlines was a landmark commitment as it pushed 747-8F sales above 100. The 103 examples now sold are split between AirBridgeCargo (seven jets), Atlas Air (ten), Cargolux (14), Cathay Pacific Cargo (14), Korean Air Cargo (seven), Nippon Cargo Airlines (eight), Silk Way Airlines (five), UPS Airlines (28) and Volga- Dnepr Airlines (five). The other five 747- 8Fs are with customers that are offcially undisclosed, although two of these aircraft have gone to Qatar Airways Cargo and one to Saudia Cargo.

The 103 total orders for the 747-8F is hardly a large number, but the freighter has still outsold its 747-8I stablemate. Boeing hasn’t received a 747-8I order for nearly six years now (Air China’s order for seven aircraft in September 2012 was the last) and since the 747-8’s November 2005 launch it has sold only 47 747-8Is in total (19 to Lufthansa, ten to Korean Air, eight Boeing Business Jet versions to VIP customers, the seven Air China examples, two aircraft for the US Air Force’s VC-25A requirement for a new Air Force One and one jet to an unidentified customer).

General Electric GEnx-2B engines and a new wing are key differences between the 747-8 and its 747-400 predecessor.

Airbus’ domination of the relatively small very large aircraft (VLA) segment with its A380 has probably had an influence, but a key reason for the 747-8I’s poor sales is the market’s shift away from VLAs to twin-jets, be they Boeing or Airbus. This trend has also dampened A380 sales. Airbus still reckons the A380 is ideal for addressing passenger capacity requirements over the long term, but for a few years now Boeing has said it believes the Jumbo’s future lies in the cargo market.

The 747-8F’s high-capacity, long-range capability is suited for an upcoming replacement cycle for large freighters, such as ageing 747-400Fs and MD-11Fs. Even so, this isn’t expected to lead to big sales. Boeing’s most recent current market outlook predicts a need for only 490 large freighters by 2036.