Cargo aircraft

A cargo aircraft (also known as freight aircraft, freighter, airlifter or cargo jet) is a fixed-wing aircraft that is designed or converted for the carriage of cargo rather than passengers. Such aircraft usually do not incorporate passenger amenities and generally feature one or more large doors for loading cargo. Freighters may be operated by civil passenger or cargo airlines, by private individuals or by the armed forces of individual countries (for the last see military transport aircraft).

Aircraft designed for cargo flight usually have features that distinguish them from conventional passenger aircraft: a wide/tall fuselage cross-section, a high-wing to allow the cargo area to sit near the ground, a large number of wheels to allow it to land at unprepared locations, and a high-mounted tail to allow cargo to be driven directly into and off the aircraft.

By 2015, dedicated freighters represent 43% of the 700 billion ATK capacity, while 57% is carried in airliner's cargo holds, and Boeing forecast Belly freight to rise to 63% while specialised cargoes would represent 37% of a 1,200 billion ATKs in 2035.[1] The Cargo Facts Consulting firm forecasts that the global freighter fleet will rise from 1,782 in 2019 to 2,920 twenty years later.[2]

An-124 ready
Volga-Dnepr An-124 ready for loading

History

Vickers Vernon
The Vickers Vernon was the first dedicated troop transport in 1921
Arado Ar 232B-0 RAE
The Arado Ar 232 was the first purpose built cargo aircraft
Antonov An-225 Beltyukov-1
The Antonov An-225 is the largest aircraft

Aircraft were put to use carrying cargo in the form of "air mail" as early as 1911. Although the earliest aircraft were not designed primarily as cargo carriers, by the mid-1920s aircraft manufacturers were designing and building dedicated cargo aircraft.

In the UK during the early 1920s, the need was recognized for a freighter aircraft to transport troops and materiel quickly to pacify tribal revolts in the newly occupied territories of the Middle East. The Vickers Vernon, a development of the Vickers Vimy Commercial, entered service with the Royal Air Force as the first dedicated troop transport in 1921. In February 1923 this was put to use by the RAF's Iraq Command who flew nearly 500 Sikh troops from Kingarban to Kirkuk in the first ever strategic airlift of troops.[3][4] Vickers Victorias played an important part in the Kabul Airlift of November 1928 – February 1929, when they evacuated diplomatic staff and their dependents together with members of the Afghan royal family endangered by a civil war.[5] The Victorias also helped to pioneer air routes for Imperial Airways' Handley Page HP.42 airliners.[6]

The World War II German design, the Arado Ar 232 was the first purpose built cargo aircraft. The Ar 232 was intended to supplant the earlier Junkers Ju 52 freighter conversions, but only a few were built. Most other forces used freighter versions of airliners in the cargo role as well, most notably the C-47 Skytrain version of the Douglas DC-3, which served with practically every Allied nation. One important innovation for future cargo aircraft design was introduced in 1939, with the fifth and sixth prototypes of the Junkers Ju 90 four-engined military transport aircraft, with the earliest known example of a rear loading ramp. This aircraft, like most of its era, used tail-dragger landing gear which caused the aircraft to have a decided rearward tilt when landed. These aircraft introduced the Trapoklappe, a powerful ramp/hydraulic lift with a personnel stairway centered between the vehicle trackway ramps, that raised the rear of the aircraft into the air and allowed easy loading.[7] A similar rear loading ramp even appeared in a somewhat different form on the nosewheel gear-equipped, late WW II era American Budd RB-1 Conestoga twin-engined cargo aircraft.

Postwar Europe also served to play a major role in the development of the modern air cargo and air freight industry. It is during the Berlin Airlift at the height of the Cold War, when a massive mobilization of aircraft was undertaken by the West to supply West Berlin with food and supplies, in a virtual around the clock air bridge, after the Soviet Union closed and blockaded Berlin's land links to the west. To rapidly supply the needed numbers of aircraft, many older types, especially the Douglas C-47 Skytrain, were pressed into service. In operation it was found that it took as long or longer to unload these older designs as the much larger tricycle landing gear Douglas C-54 Skymaster which was easier to move about in when landed. The C-47s were quickly removed from service, and from then on flat-decks were a requirement of all new cargo designs.

In the years following the war era a number of new custom-built cargo aircraft were introduced, often including some "experimental" features. For instance, the US's C-82 Packet featured a removable cargo area, while the C-123 Provider introduced the now-common rear fuselage/upswept tail shaping to allow for a much larger rear loading ramp. But it was the introduction of the turboprop that allowed the class to mature, and even one of its earliest examples, the C-130 Hercules, in the 21st century as the Lockheed Martin C-130J, is still the yardstick against which newer military transport aircraft designs are measured. Although larger, smaller and faster designs have been proposed for many years, the C-130 continues to improve at a rate that keeps it in production.

"Strategic" cargo aircraft became an important class of their own starting with the Lockheed C-5 Galaxy in the 1960s and a number of similar Soviet designs from the 70s and 80s, and culminating in the Antonov An-225, the world's largest aircraft. These designs offer the ability to carry the heaviest loads, even main battle tanks, at global ranges. The Boeing 747 was originally designed to the same specification as the C-5, but later modified as a design that could be offered as either passenger or all-freight versions. The "bump" on the top of the fuselage allows the crew area to be clear of the cargo containers sliding out of the front in the event of an accident.

When the Airbus A380 was announced, the maker originally accepted orders for the freighter version A380F, offering the second largest payload capacity of any cargo aircraft, exceeded only by the An-225.[8] An aerospace consultant has estimated that the A380F would have 7% better payload and better range than the 747-8F, but also higher trip costs.

Types of cargo aircraft

Nearly all commercial cargo aircraft presently in the fleet are derivatives or transformations of passenger aircraft. However, there are three other methods to the development of cargo aircraft.[9]

Derivatives of non-cargo aircraft

Frola 91927 1259322186 (5777864292)
Boeing 737-300 converted freighter of Toll Aviation

Many types can be converted from airliner to freighter by installing a main deck cargo door with its control systems; upgrading floor beams for cargo loads and replacing passenger equipment and furnishings with new linings, ceilings, lighting, floors, drains and smoke detectors. Specialized engineering teams rival Airbus and Boeing, giving the aircraft another 15–20 years of life. Aeronautical Engineers Inc. converts the Boeing 737-300/400/800, MD-80 and Bombardier CRJ200. Israel Aerospace Industries’ Bedek Aviation converts the 737-300/400/700/800 in about 90 days, 767-200/300s in about four months and 747-400s in five months, and is looking at the Boeing 777, Airbus A330 and A321.[10] Voyageur Aviation Corp located in North Bay, Ontario converts the DHC-8-100 into the DHC-8-100 Package Freighter Conversion.[11]

An A300B4-200F conversion cost $5M in 1996, an A300-600F $8M in 2001, a MD-11F $9M in 1994, a B767-300ERF $13M in 2007, a B747-400 PSF $22M in 2006, an A330-300 P2F was estimated at $20M in 2016 and a B777-200ER BCF at $40M in 2017. By avoiding the main deck door installation and relying on lighter elevators between decks, LCF Conversions wants to convert A330/A340s or B777s for $6.5M to $7.5M.[12] In the mid 2000s, passenger 747-400s cost $30–50 million before a $25 million conversion, a B757 had to cost $15 million before conversion, falling to below $10 million by 2018, and $5 million for a 737 Classic, falling to $2–3 million for a B737-400 by 2018.[13]

Derivative freighters have most of their development costs already amortized, and lead time before production is shorter than all new aircraft. Converted cargo aircraft use older technology; their direct operating costs are higher than what might be achieved with current technology. Since they have not been designed specifically for air cargo, loading and unloading is not optimized; the aircraft may be pressurized more than necessary, and there may be unnecessary apparatus for passenger safety.

Dedicated civilian cargo aircraft

A dedicated commercial air freighter is an airplane which has been designed from the beginning as a freighter, with no restrictions caused by either passenger or military requirements. Over the years, there has been a dispute concerning the cost effectiveness of such an airplane, with some cargo carriers stating that they could consistently earn a profit if they had such an aircraft. To help resolve this disagreement, the National Aeronautics and Space Administration (NASA) selected two contractors, Douglas Aircraft Co. and Lockheed-Georgia Co., to independently evaluate the possibility of producing such a freighter by 1990. This was done as part of the Cargo/Logistics Airlift Systems Study (CLASS). At comparable payloads, dedicated cargo aircraft was said to provide a 20 percent reduction in trip cost and a 15 percent decrease in aircraft price compared to other cargo aircraft. These findings, however, are extremely sensitive to assumptions about fuel and labor costs and, most particularly, to growth in demand for air cargo services. Further, it ignores the competitive situation brought about by the lower capital costs of future derivative air cargo aircraft.

The main advantage of the dedicated air freighter is that it can be designed specifically for air freight demand, providing the type of loading and unloading, flooring, fuselage configuration, and pressurization which are optimized for its mission. Moreover, it can make full use of NASA's ACEE results, with the potential of significantly lowering operating costs and fuel usage. Such a high overhead raises the price of the airplane and its direct operating cost (because of depreciation and insurance costs) and increases the financial risks to investors, especially since it would be competing with derivatives which have much smaller development costs per unit and which themselves have incorporated some of the cost-reducing technology.

Joint civil-military cargo aircraft

One benefit of a combined development is that the development costs would be shared by the civil and military sectors, and the number of airplanes required by the military could be decreased by the number of civil reserve airplanes purchased by air carriers and available to the military in case of emergency. There are some possible drawbacks, as the restrictions executed by joint development, the punishments that would be suffered by both civil and military airplanes, and the difficulty in discovering an organizational structure that authorizes their compromise. Some features appropriate to a military aircraft would have to be rejected, because they are not suitable for a civil freighter. Moreover, each airplane would have to carry some weight which it would not carry if it were independently designed. This additional weight lessens the payload and the profitability of the commercial version. This could either be compensated by a transfer payment at acquisition, or an operating penalty compensation payment. Most important, it is not clear that there will be an adequate market for the civil version or that it will be cost competitive with derivatives of passenger aircraft.

Unpiloted cargo aircraft

Rapid delivery demand and e-commerce growth stimulate UAV freighters development for 2020:[14]

  • Californian Elroy Air wants to replace trucks on inefficient routes and should fly a subscale prototype;
  • Californian Natilus plans a Boeing 747 sized transpacific unpiloted freighter and should fly a subscale prototype;
  • Californian Sabrewing Aircraft targets small regional unpiloted freighter and should fly a 65%-scale vehicle in 2018 fall;
  • The Chinese Academy of Sciences flew its 3,300 lb (1,500 kg) payload AT200 in October 2017 based on New Zealand's PAC P-750 XSTOL utility turboprop
  • Chinese package carrier SF Express conducted emergency logistics tests in December 2017 with a Tengoen Technologies’ TB001 medium-altitude UAV, and plan an eight-turbofan carrying 20 t (44,000 lb) more than 4,100 nmi (7,600 km)
  • Boeing flew its Boeing Cargo Air Vehicle prototype, a vertical takeoff and landing (eVTOL) craft.

Carpinteria, California-startup Dorsal Aircraft wants to make light standard ISO containers part of its unpiloted freighter structure where the wing, engines and tail are attached to a dorsal spine fuselage. Interconnecting 5–50 ft (1.5–15.2 m) long aluminum containers carry the flight loads, aiming to lower overseas airfreight costs by 60%, and plan to convert C-130H with the help of Wagner Aeronautical of San Diego, experienced in passenger-to-cargo conversions.[15]

Beijing-based Beihang UAS Technology developed its BKZ-005 high-altitude, long-range UAV for cargo transport, capable of carrying 1.2 t (2,600 lb) over 1,200 km (650 nmi) at 5,000 m (16,000 ft). Garuda Indonesia will test three of them initially from September 2019, before operations in the fourth quarter. Garuda plans up to 100 cargo UAVs to connect remote regions with limited airports in Maluku, Papua, and Sulawesi.[16]

Today

Most conversions are carried out on older aircraft no longer suitable for passenger use, often due to changing safety or noise requirements, or when the aircraft type is considered to have become uncompetitive in passenger airline service, but there is also a market for new-build freighter designs. Freighter aircraft normally have strengthened cabin floors and the inclusion of a broad top-hinged door on the port fuselage in addition to an absence of passenger cabin windows which are "plugged."

The Boeing 747 can be ordered in a freighter version with a large nose door which can be raised above the cockpit for loading. The bulged top deck housing the cockpit was originally designed to allow an unobstructed main deck, and to keep cargo from crushing the pilots in the case of an accident. The interior size of the fuselage is matched to the size of a standard shipping container, stacked two high and two wide.

Other types of specialized civilian cargo aircraft configurations, include the swing-tail Canadair CL-44 and Boeing 747 Large Cargo Freighter, and the clamshell tail CASA/IPTN CN-235.

Although also offered in a passenger variant, the twin-turboprop Cessna 408 SkyCourier, scheduled to enter service in 2020, is a "clean sheet" design developed jointly by Textron Aviation and FedEx Express to carry up to three LD3 cargo containers. FedEx will be the launch customer.[17]

Examples

Early air mail and airlift logistics aircraft

Important "airlift and logistics;" "cargo-liners," "mail-liners," and "mail aircraft."

Civilian cargo/freight aircraft

  1. ^ a b c d e f Conversions
  2. ^ largest and heaviest aircraft in the world

Light aircraft

Military cargo aircraft

Experimental cargo aircraft

Comparisons

Aircraft Volume Payload Cruise Range Usage
Airbus A400M 270 m³ 37,000 kg (82,000 lb) 780 km/h (420 kn) 6,390 km (3,450 nmi) Military
Airbus A300-600F 391.4 m³ 48,000 kg (106,000 lb) 7,400 km (4,000 nmi) Commercial
Airbus A330-200F 475 m³ 70,000 kg (154,000 lb) 871 km/h (470 kn) 7,400 km (4,000 nmi) Commercial
Airbus Beluga 1210 m³ 47,000 kg (104,000 lb) 4,632 km (2,500 nmi) Commercial
Airbus Beluga XL 2615 m³ 53,000 kg (117,000 lb) 4,074 km (2,200 nmi) Commercial
Antonov An-124 1028 m³ 150,000 kg (331,000 lb) 800 km/h (430 kn) 5,400 km (2,900 nmi) Both
Antonov An-225 1300 m³ 250,000 kg (551,000 lb) 800 km/h (430 kn) 15,400 km (8,316 nmi) Commercial
Boeing C-17 77,519 kg (170,900 lb) 830 km/h (450 kn) 4,482 km (2,420 nmi) Military
Boeing 737-700C 107.6 m³ 18,200 kg (40,000 lb) 931 km/h (503 kn) 5,330 km (2,880 nmi) Commercial
Boeing 757-200F 239 m³ 39,780 kg (87,700 lb) 955 km/h (516 kn) 5,834 km (3,150 nmi) Commercial
Boeing 747-8F 854.5 m³ 134,200 kg (295,900 lb) 908 km/h (490 kn) 8,288 km (4,475 nmi) Commercial
Boeing 747 LCF 1840 m³ 83,325 kg (183,700 lb) 878 km/h (474 kn) 7,800 km (4,200 nmi) Commercial
Boeing 767-300F 438.2 m³ 52,700 kg (116,200 lb) 850 km/h (461 kn) 6,025 km (3,225 nmi) Commercial
Boeing 777F 653 m³ 103,000 kg (227,000 lb) 896 km/h (484 kn) 9,070 km (4,900 nmi) Commercial
Bombardier Dash 8-100 39 m³ 4,700 kg (10,400 lb) 491 km/h (265 kn) 2,039 km (1,100 nmi) Commercial
Lockheed C-5 122,470 kg (270,000 lb) 919 km/h 4,440 km (2,400 nmi) Military
Lockheed C-130 20,400 kg (45,000 lb) 540 km/h (292 kn) 3,800 km (2,050 nmi) Military
Douglas DC-10-30 77,000 kg (170,000 lb) 908 km/h (490 kn) 5,790 km (3,127 nmi) Commercial
McDonnell Douglas MD-11 440 m³ 91,670 kg (202,100 lb) 945 km/h (520 kn) 7,320 km (3,950 nmi) Commercial

See also

References

  1. ^ "World Air Cargo Forecast" (PDF). Boeing. 2016.
  2. ^ "2800+ new freighters to be added in the next 20 years, forecast finds". Cargo Facts. May 8, 2019.
  3. ^ Wragg, David Airlift A History of Military Air Transport Shrewsbury Airlife Publishing 1986 ISBN 0-906393-61-2 p13
  4. ^ Johnson, Brian & Cozens, H. I. Bombers The Weapon of Total War London Methuen 1984 ISBN 0-423-00630-4 p. 38
  5. ^ Andrews and Morgan 1988, pp. 158–159.
  6. ^ Andrews and Morgan 1988, p. 157
  7. ^ Kay, Anthony (2004). Junkers Aircraft and Engines 1913–1945. London: Putnam Aeronautical Books. ISBN 0-85177-985-9.
  8. ^ "A380 Freighter Specifications". Airbus. Archived from the original on 30 June 2010. Retrieved 18 April 2010.
  9. ^ Future cargo aircraft
  10. ^ Ben Hargreaves (Sep 27, 2018). "Available Aircraft Feedstock Limiting Cargo Conversions". Aviation Week Intelligence Network.
  11. ^ Andy Cline (Apr 21, 2017). "Voyageur Unveils DHC-8-100 Package Freighter Conversion".
  12. ^ "Converting the A340" (PDF). Airline Economics. March 2014.
  13. ^ Aircraft Value News (November 26, 2018). "Growth in Freighter Fleet Fails to Bolster Values Of Older Types".
  14. ^ Graham Warwick (Feb 2, 2018). "Unmanned Cargo Aircraft Head Toward Flight Tests". Aviation Week & Space Technology.
  15. ^ Graham Warwick (Mar 19, 2018). "The Week In Technology, March 19–23, 2018". Aviation Week & Space Technology.
  16. ^ Firdaus Hashim (30 Apr 2019). "Garuda and Beihang UAS Technology partner on cargo UAVs". FlightGlobal.
  17. ^ a b "Textron Aviation unveils new large-utility turboprop, the Cessna SkyCourier; FedEx Express signs as launch customer for up to 100 aircraft" (Press release). Textron Aviation Inc. Nov 28, 2017.
  18. ^ tc.gc.ca
  19. ^ tc.gc.ca

External links

Aero Spacelines Pregnant Guppy

The Aero Spacelines Pregnant Guppy was a large, wide-bodied cargo aircraft built in the United States and used for ferrying outsized cargo items, most notably NASA's components of the Apollo program. The Pregnant Guppy was the first of the Guppy line of aircraft produced by Aero Spacelines. The design also inspired similar designs such as the jet-powered Airbus Beluga, and the Boeing Dreamlifter.

Airdrop

An airdrop is a type of airlift, developed during World War II to resupply otherwise inaccessible troops, who themselves may have been airborne forces. In some cases, it is used to refer to the airborne assault itself. Early airdrops were conducted by dropping or pushing padded bundles from aircraft. Later small crates with parachutes were pushed out of the aircraft's side cargo doors. Later cargo aircraft were designed with rear access ramps, lowerable in flight, that allowed large platforms to be rolled out the back.

As aircraft grew larger, the U.S. Air Force and Army developed low-level extraction, allowing tanks and other large supplies to be delivered, such as the M551 Sheridan or BMD-3. Propaganda leaflets are also a common item to airdrop.

The airdropping of weapons evolved to the concept of having the payload itself as one massive bomb. The 15,000 pound (6,800 kg) BLU-82, nicknamed the "Daisy Cutter" for its ability to turn a dense forest into a helicopter landing zone in a single blast, was used in Vietnam and recently in Afghanistan. The 22,600 pound (10,250 kg) GBU-43/B, nicknamed the "Mother Of All Bombs", was deployed to the Persian Gulf for The Iraq War. These palletized airdropped weapons are used by cargo aircraft like the C-130 or C-17 in the traditional role of a bomber aircraft.

In peacekeeping operations or humanitarian aid situations, food and medical supplies are often airdropped from the United Nations and other aircraft.

Alenia C-27J Spartan

The Alenia C-27J Spartan is a military transport aircraft developed and manufactured by Leonardo's Aircraft Division (formerly Alenia Aermacchi until 2016). It is an advanced derivative of Alenia Aeronautica's earlier G.222 (C-27A Spartan in U.S. service), equipped with the engines and various other systems also used on the larger Lockheed Martin C-130J Super Hercules. In addition to the standard transport configuration, specialized variants of the C-27J have been developed for maritime patrol, search and rescue, C3 ISR (command, control, communications, intelligence, surveillance and reconnaissance), fire support and electronic warfare and ground-attack missions.

In 2007, the C-27J was selected as the Joint Cargo Aircraft (JCA) for the United States military; these were produced in an international teaming arrangement under which L-3 Communications served as the prime contractor. In 2012, the United States Air Force (USAF) elected to retire the C-27J after only a short service life due to budget cuts; they were later reassigned to the U.S. Coast Guard and United States Special Operations Command. The C-27J has also been ordered by the military air units of Australia, Bulgaria, Chad, Italy, Greece, Kenya, Lithuania, Mexico, Morocco, Peru, Romania, Slovakia, and Zambia (on order).

Amazon Air

Amazon Air, formerly known as Amazon Prime Air, is a cargo airline operating exclusively to transport Amazon packages. By 2021, Amazon Air will have at least 70 cargo aircraft operating out of over 20 air gateways in the United States. It currently leases all of its aircraft from other cargo airlines.In 2017, it changed its name from Amazon Prime Air to Amazon Air to differentiate themselves from their eponymous drone delivery service. However, the Prime Air logo remains on the aircraft.

Antonov An-124 Ruslan

The Antonov An-124 Ruslan (Ukrainian: Антонов Ан-124 "Руслан") (NATO reporting name: Condor) is a strategic airlift quadjet. It was designed in the 1980s by the Antonov design bureau in the Ukrainian SSR, then part of the Soviet Union (USSR). Until the Boeing 747-8F, the An-124 was, for thirty years, the world's heaviest gross weight production cargo airplane and second heaviest operating cargo aircraft, behind the one-off Antonov An-225 (a greatly enlarged design based on the An-124). The An-124 remains the largest military transport aircraft in current service. The lead designer of the An-124 (and the An-225) was Viktor Tolmachev.During development it was known as Izdeliye 400 (Product #400) in house, and An-40 in the West. First flown in 1982, civil certification was issued on 30 December 1992. In July 2013, 26 An-124s were in commercial service with 10 on order. In August 2014, it was reported that plans to resume joint production of the Antonov An-124 had been shelved due to the ongoing political tensions between Russia and Ukraine. The sole remaining production facility is Russia's Aviastar-SP in Ulianovsk. The various operators of the An-124 are in discussions with respect to the continuing airworthiness certification of the individual An-124 planes. The original designer of the An-124 is responsible for managing the certification process for its own products, but Russian/Ukrainian conflicts are making this process difficult to manage. Military operators are able to self-certify the airworthiness of their own aircraft, but Russian civil operators must find a credible outside authority for certification if Ukraine is unable to participate in the process.

Antonov An-225 Mriya

The Antonov An-225 Mriya (Ukrainian: Антонов Ан-225 Мрія, lit. 'dream' or 'inspiration', NATO reporting name: "Cossack") is a strategic airlift cargo aircraft that was designed by the Antonov Design Bureau in the Ukrainian SSR within the Soviet Union during the 1980s. It is powered by six turbofan engines and is the heaviest aircraft ever built, with a maximum takeoff weight of 640 tonnes (710 short tons; 630 long tons). It also has the largest wingspan of any aircraft in operational service. The single example built has the Ukrainian civil registration UR-82060. A second airframe with a slightly different configuration was partially built. Its construction was halted in 1994 because of lack of funding and interest, but revived briefly in 2009, bringing it to 60–70% completion. On 30 August 2016, Antonov agreed to complete the second airframe for Aerospace Industry Corporation of China (not to be confused with the Aviation Industry Corporation of China) as a prelude to AICC commencing series production.The Antonov An-225, initially developed for the task of transporting the Buran spaceplane, was an enlargement of the successful Antonov An-124. The first and only An-225 was completed in 1988. After successfully fulfilling its Soviet military missions, it was mothballed for eight years. It was then refurbished and re-introduced, and is in commercial operation with Antonov Airlines carrying oversized payloads. The airlifter holds the absolute world records for an airlifted single-item payload of 189,980 kilograms (418,830 pounds), and an airlifted total payload of 253,820 kg (559,580 lb). It has also transported a payload of 247,000 kg (545,000 lb) on a commercial flight.

Antonov An-32

The Antonov An-32 (NATO reporting name: Cline) is a turboprop twin-engined military transport aircraft.

Boeing Model 95

The Boeing Model 95 was a single engine biplane mailplane built by Boeing in the United States in the late 1920s to supplement the Boeing Model 40s being used on Boeing's airmail routes.

Bristol Superfreighter

The Bristol Type 170 Superfreighter Mk 32 was a larger, stretched version of the Bristol Freighter designed for Silver City Airways for use on the short air ferry routes to France.

Canadair CL-44

The Canadair CL-44 was a Canadian turboprop airliner and cargo aircraft based on the Bristol Britannia that was developed and produced by Canadair in the late 1950s and early 1960s. Although innovative, only a small number of the aircraft were produced for the Royal Canadian Air Force (RCAF) (as the CC-106 Yukon), and for commercial operators worldwide.

The aircraft is named after the Canadian territory of Yukon.

Eskişehir Aviation Museum

Eskişehir Aviation Museum, also known as Eskişehir Aviation Park, (Turkish: Havacılık Müzesi or Havacılık Parkı) is an open-air museum in Eskişehir, Turkey for civil and military aviation. Established in 1997, it is operated by Anadolu University.

The museum is located on the Bursa-Ankara highway D-200 E90 across the Yunusemre Campus of Anadolu University covering an area of 39,000 m2 (420,000 sq ft; 39 daa). In addition to the various civilian and military aircraft exhibited in the open-air section, it features flight suits, aviator badges, aircraft mockups and aircraft engines displayed in a museum building.The Governorship of Eskişehir Province and the Turkish Air Force 1st Tactical Air Force Command, which is stationed in Eskişehir, came together for the establishment of an aviation museum. Eleven abandoned or retired fighter, reconnaissance and cargo aircraft were donated to the museum. The interior of a C-47 cargo aircraft was arranged as a cafeteria. The open-air museum was inaugurated on December 16, 1997, and initially operated by a foundation. On May 28, 1999, the museum building was opened. After closing of the foundation, the museum was left to the Turkish Air Force on February 1, 2006. Anadolu University took over the facility from the Turkish Air Force on September 22, 2011. Following maintenance and restoration works, it was reopened in September 2012 in the status of an "Aviation Park".The museum is open every day from 9:00 to 17:00 hours local time but Mondays and Tuesdays.

Fokker F.XIV

The Fokker F.XIV was a cargo plane built in the Netherlands in the late 1920s by Fokker. It was a high-wing cantilever monoplane of conventional trimotor layout. The sole example was tested by KLM but never put into service.

Heinkel HD 44

The Heinkel HD 44 was a special-purpose light transport aircraft developed in Germany in the 1920s.

Junkers Ju 252

The Junkers Ju 252 was a German cargo aircraft that made its first flight in late October 1941. The aircraft was planned as a replacement for the Junkers Ju 52/3m in commercial airline service, but only a small number were built as cargo aircraft for the Luftwaffe.

List of fatal accidents to commercial cargo aircraft

This article is a list of fatal accidents involving commercial cargo aircraft and is grouped by the years in which the accidents and incidents occurred.

Lockheed Martin X-55

The Lockheed Martin X-55 Advanced Composite Cargo Aircraft (ACCA) is an experimental twinjet transport aircraft. It is intended to demonstrate new air cargo-carrier capabilities using advanced composite material. A project of the United States Air Force's Air Force Research Laboratory, it was built by the international aerospace company Lockheed Martin, at its Advanced Development Programs (Skunk Works) facility in Palmdale, California.

McDonnell Douglas KC-10 Extender

The McDonnell Douglas KC-10 Extender is an aerial refueling tanker aircraft operated by the United States Air Force (USAF). A military version of the three-engined DC-10 airliner, the KC-10 was developed from the Advanced Tanker Cargo Aircraft Program. It incorporates military-specific equipment for its primary roles of transport and aerial refueling. It was developed to supplement the KC-135 Stratotanker following experiences in Southeast Asia and the Middle East. The KC-10 was the second McDonnell Douglas transport aircraft to be selected by the Air Force following the C-9. A total of 60 KC-10s were produced for the USAF. The Royal Netherlands Air Force operates two similar tankers designated KDC-10 that were converted from DC-10s.

The KC-10 plays a key role in the mobilization of US military assets, taking part in overseas operations far from home. These aircraft performed airlift and aerial refueling during the 1986 bombing of Libya (Operation Eldorado Canyon), the 1990–91 Gulf War with Iraq (Operations Desert Shield and Desert Storm), the NATO bombing of Yugoslavia (Operation Allied Force), War in Afghanistan (Operation Enduring Freedom), and Iraq War (Operations Iraqi Freedom and New Dawn). The KC-10 is expected to serve until 2043.

Military transport aircraft

Military transport aircraft or military cargo aircraft are used to airlift troops, weapons and other military equipment to support military operations. Transport aircraft can be used for both strategic and tactical missions, and are often diverted to civil emergency relief missions.

VR-62

Fleet Logistics Support Squadron SIX TWO (FLELOGSUPPRON SIX TWO, or VR-62, nicknamed the Nomads) is one of five U.S. Navy Reserve squadrons operating the Lockheed C-130T medium-lift cargo aircraft. VR-62 used to be stationed at Naval Air Station South Weymouth and Naval Air Station Brunswick.

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