2020 saw the rise of operators packing in cargo into the cabins of passenger aircraft amid the downturn in passenger activity. With market conditions changing heading into 2022, airlines are having to once again adapt to the climate. Thus, global logistics company AELF FlightService and engineering and design outfit Avensis Aviation acquired ten Medius passenger-to-freighter (PTF) kits to convert Airbus A330 and A340 aircraft. Simple Flying caught up with FlightService COO Joe Cirillo to find out more about this initiative.
Sharp responses
Amid the onset of the global health crisis when passenger travel and the belly freight that came with it came to a stop, regulatory agencies noticed that a gap needed to be filled. A solution was to allow carriers to transport cargo in the cabin, and in some instances, remove passenger seats completely.
To ensure this process was conducted in a legal and safe manner, EASA and FAA established exemptions that allowed operators to fly in a preighter configuration. The EASA exemption was set to expire at the end of this year, but the agency extended the deadline to July 2022. When this date arrives, the reconfigured aircraft will become unairworthy and unable to fly as freighter aircraft.
As a result, FlightService partnered with Avensis to allow carriers to fly the modified passenger to freighter aircraft beyond the deadline. The partnership seeks to offer a reliable and consistent service for airlines. With a permanent Class E Supplemental Type Certificate (STC) from EASA, operations can continue to be uninterrupted in the PTF configuration.
Looking ahead
Overall, there is an opportunity to provide continuous service and peace of mind for airlines. With swift adaptations on the cards, there are plenty of benefits to be had.
“These conversions are a significant engineering undertaking that will put our A330 and A340 fleet in Class E Freighter modification, broadening the types of goods we can move and customers we can serve. It’s quite the undertaking – with changes to the ventilation system and avionics. We’ll be able to provide much the same utility as a full freighter but without the lead time. At this point, converting an A330 to a full freighter would take years – with this version, we’ll be up and running next spring, with an increased volume of more than 300 cubic meters per aircraft,” Cirillo told Simple Flying.
“The overarching benefit for our customers and for us is certainty. Certainty that the business model we’ve carved out will have longevity past an impending end to the current product offering.
Significant demand
Notably, the boost in e-commerce still dominates consumer purchasing behaviors, and demand for consumer goods continues to outpace pre-pandemic levels. There is also an increase in activity due to vaccine and PPE supplies. Nonetheless, the broader issue when it comes to operations is the supply.
Cirillo notes that with a decrease in transatlantic and Asia-Pacific passenger travel, there is an accompanying reduction in belly freight, resulting in a significant drop in the movement of goods. There are simply fewer airplanes flying and carrying freight.
Moreover, before the health crisis, there was a general shift in passenger travel from widebody aircraft to narrowbody as more fuel-efficient jets arrived. With smaller planes in service, there is less cargo in the air.
So, FlightService is proud that it has developed a reliable service with a growing fleet that can help fill the gap in supply. It highlights that the PTF conversions will offer even more capacity and serve more customers in a consistent fashion.
What are your thoughts about the FlightService and Avensis solution? What do you make of the changing conditions of cargo aviation? Let us know what you think of the overall prospects in the comment section.
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