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The concept was originally developed during the production of the Fokker50 as the successor of the F27 freighter version, but the idea was never realised by the Fokker Aircraft Company. Later, in 1999/2000, a Fokker50 leasing company revived the plan when aircraft were returned after completing their leasing arrangements. AircraftConversions started developing its Fokker50Freighter business case in mid-2002, and the Fokker50Freighter conversion program was successfully launched in the beginning of 2004.

The answer is not easy to give, because it all depends on which aircraft will be subject to the passenger-to-freighter conversion and the content of such a conversion process (for example, full-freighter, combination, or quick-change approach). There are numerous activities involved in setting up and performing a freighter conversion program. Some of these operations are performed simultaneously and others are carried out in sequence. Each of these activities require lead times and manpower. Funds are correlated to all these activities. Main issues are design, engineering, reports, testing & certification, manufacturing tooling and parts, and installation. The first two freighter conversions are particularly important as these entitle the company to get the passenger-to-freighter conversion certification for the entire fleet composed of that aircraft. A program should be completely done in a two-to-three year period, although such aspects as co-operation with type certificate holder and the program partners may play an important role.

All modifications to an aircraft, including P2F conversions are performed by its Type Certificate Holder or a third party. But in either case, it is subject to certification by the relevant Civil Aviation Authority. Our Fokker50Freighter Program has been certified by FAA by issuance of two Supplemental Type Certificates (STCs) a Large Forward Cargo Door STC and a E-class Interior STC. Both have been validated meanwhile by EASA as well. The CAA of the country of registration of an aircraft normally follows the FAA  STCs or the validation thereof by EASA. All airworthiness issues related to the freighter conversion of the aircraft are covered by the STCs. The commercial viability of a freighter aircraft is determined mainly by the payload / volume capabilities and the demand in the freighter market, as well as the price / revenues per kg / m3.

We should stress more the choice that an aircraft owner / operator has with the availability of a P2F conversion program for his aircraft. At a certain point in the economic life of an aircraft, the interest for the passenger application may for good reasons diminish (or even disappear) while the freighter application on that aircraft can become extremely viable for a freighter airline, as such aircraft might have very good freighter capabilities. Instead of parking that aircraft, it can continue operation in a different role till the end of its economic life – 90,000 cycles in the case of the Fokker50Freighter.

The existing FAA F27 Supplemental Type Certificates (STC’s)were available and up for sale … coupled to a favourable FAA STC/ EASA validation, which we both received. And an assumed steadily declining passenger appeal for Fokker50PropJets with the major airlines that originally ordered this aircraft type for quality commuter services on their networks.

The Payload range and state-of-the-art technology. The Fokker50PropJet is based upon F27 Mk500 quality and offers absolute market superiority in every respect in the high frequency short-haul cargo markets. No other short-to-medium range aircraft can match the experience and quality of a Fokker50 aircraft. Its Automatic Flight Control system that provides flight director and autopilot functions up to category II approach limits. Te Environmental advantages with exterior noise levels well below Stage III. margins relative to ICOA annex 16 chapter 3 margins by 18 EPNdB. And last but not least the Introduction of 9-G vertical separation nets throughout without the need of horizontal cover nets.

The Fokker50’s economic life as a passenger plane is a dead program. The Fokker50Freighter configuration makes sense both economically and maintenance-wise, since no passenger-related configuration is needed anymore and, by comparison, cargo-configuration maintenance is low. Purchase price and operational cost of the Fokker50 are attractive advantages for freight-haulers. Night operations with the Fokker50Freighter pose no problems, due to its environmental, neighbour friendly characteristics.

Fokker Services as type certificate holder had been invited to participate, but rejected the offer. The Non-Recurring Cost seemed to be too high, all new tooling has to be re-developed and manufactured, and they have had no prior experience with this specific conversion. Aircraft Conversions, on the other hand, acquired three Fokker50 aircraft and we had the hands-on experience and expertise from our current program partners, Straight Flight Conversions and New Flight Corporation. We concluded the conversion program without support from the Type Certificate Holder, with our own engineering and drafting department, parts manufacturing, and our own installation facility in Denver at Centennial airport. To be certain of our capability to implement the conversion, we created our own fuselage load calculations, finite element model, full-scale fuselage pressure, bending and fail safe pressure tests. Aircraft Conversions made essential changes for cargo hauling. Part of the STC applications are also the reinforced cargo floor support structure, the relocation of the batteries to the aft pressure bulkhead for Center of Gravity reasons; the change from two to three batteries; fully stripped interior (no aft galley), window plugs, introduction of new door covers to make for more available space; higher/wider mid-wing section in the new plane; 7 x 9-G vertical separation nets; 488 kg/m²; total cabin volume over 60 m³; 7 full-fledged cargo zones; and additional space in the rear against the aft bulkhead. A modification of the cockpit-sliding window – under the new FAA rules the cockpit window must also be capable of being opened from the outside. In comparison to us, Fokker Services simply offers no forward large cargo door for their simplified version of E-class aircraft.

Declining passenger appeal could become a main factor to look into the alternative freight market as an option for their aging planes. The cargo market recognizes the implications concerning Fokker50 90,000 cycles life-extension advantages. Particularly for their financial lease requirements, the introduction of a new market might do well for their ROI’s.

No, they cannot. We foresee, in a successful Fokker50Freighter program, installation centres next to our facility in Denver, USA in the Europe/Middle East area and eventually elsewhere.

Any aircraft in the same arena, but being better than the Fokker50Freighter. Real competition depends on factors such as payload range, volume, and purchase price, including conversion. Each freight operator has its own particular requirements regarding the freighter aircraft, which are dictated by their freight contract, freight forwarder contracts, and peers