Paying 70% of the operating cost of a narrowbody for only 57% of the capacity sounds like a bad deal until you see find out the bulk of air freight is carried by widebodies and the economics are actually worse. Regional passenger air travel is only possible in the US because of massive federal subsidies and there's not a regional air cargo market. The overnight delivery business is an incredible system to witness but the economics of it only feed urban airports. I understand why Embraer wants to hype demand for its less popular variants and rural people want the convenience but it doesn't make sense. In fact, the launch customer plans to use the planes for chargers and humanitarian missions. Hard to call it a game changer when the launch customer is only leasing two.
The number of 737's and A32's been converted to freighters has been steadily rising. I believe Embraer wants in on the profit and sees a chance as they are positioned between the turboprops and the 737. Please note that this channel is a hobby for me.
Thank you for taking the time to post your observations! According to some data I found online, about 200 B737's and A320's have already been converted from passenger to freighter. Maybe I'll make a video on the topic if I have time.
@intuitivAviationnews take a look at business models like Alegant that rely on obsolete airfames. In that case, they're running as a travel agency that happens to operate an airline. Very different to operators of new aircraft.
@intuitivAviationnews A lot of narrowbody conversions were covid chaos and destined to return to the desert. A lot of the capacity they were trying to replace is the ability to chuck packages into the belly of a passenger plane. I've done that once but it was metropolis to city. Another reason there isn't a market gap to fill is the infrastructure; an E190F needs a mile of blacktop to land and preferably a scissor lift to unload ULDs. A more interesting conversion is Alaska Airlines running a half passenger half cargo conversion. 200 is rookie numbers. Where I count the C of a KC-46 as cargo, there are orders for 215 Boeing widebody cargo planes booked and 839 delivered. I talked with a FedEx executive once who told me the switch from DC-10s was less about feeding 3 engines and more about the cost of feeding 3 air crew.
@@dukeofgibbon4043 I get your reasoning. I would expect Embraer knowing what they are doing. They must have had the requests for the conversions. Maybe they only need a few a year to make a profit. And a few would mean for a specific niche. Eventually time will tell. And it wouldn't be the first time people expected one thing and the opposite happened 😛 Just look at the Airbus A300 and later the 777. They broke the market trend. Also the smaller long haul jets doing point to point where the hubs were the norm for decades. I would love to see the E-jet Freighter succeed as I like the E-jets in general. Flown with them and like them.
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Paying 70% of the operating cost of a narrowbody for only 57% of the capacity sounds like a bad deal until you see find out the bulk of air freight is carried by widebodies and the economics are actually worse. Regional passenger air travel is only possible in the US because of massive federal subsidies and there's not a regional air cargo market. The overnight delivery business is an incredible system to witness but the economics of it only feed urban airports. I understand why Embraer wants to hype demand for its less popular variants and rural people want the convenience but it doesn't make sense. In fact, the launch customer plans to use the planes for chargers and humanitarian missions. Hard to call it a game changer when the launch customer is only leasing two.
The number of 737's and A32's been converted to freighters has been steadily rising. I believe Embraer wants in on the profit and sees a chance as they are positioned between the turboprops and the 737. Please note that this channel is a hobby for me.
Thank you for taking the time to post your observations!
According to some data I found online, about 200 B737's and A320's have already been converted from passenger to freighter. Maybe I'll make a video on the topic if I have time.
@intuitivAviationnews take a look at business models like Alegant that rely on obsolete airfames. In that case, they're running as a travel agency that happens to operate an airline. Very different to operators of new aircraft.
@intuitivAviationnews A lot of narrowbody conversions were covid chaos and destined to return to the desert. A lot of the capacity they were trying to replace is the ability to chuck packages into the belly of a passenger plane. I've done that once but it was metropolis to city. Another reason there isn't a market gap to fill is the infrastructure; an E190F needs a mile of blacktop to land and preferably a scissor lift to unload ULDs. A more interesting conversion is Alaska Airlines running a half passenger half cargo conversion.
200 is rookie numbers. Where I count the C of a KC-46 as cargo, there are orders for 215 Boeing widebody cargo planes booked and 839 delivered. I talked with a FedEx executive once who told me the switch from DC-10s was less about feeding 3 engines and more about the cost of feeding 3 air crew.
@@dukeofgibbon4043 I get your reasoning. I would expect Embraer knowing what they are doing. They must have had the requests for the conversions. Maybe they only need a few a year to make a profit. And a few would mean for a specific niche.
Eventually time will tell. And it wouldn't be the first time people expected one thing and the opposite happened 😛 Just look at the Airbus A300 and later the 777. They broke the market trend. Also the smaller long haul jets doing point to point where the hubs were the norm for decades. I would love to see the E-jet Freighter succeed as I like the E-jets in general. Flown with them and like them.