BRENDON SOBIE / WASHINGTON DC
Stepping up from the 75t capacity Boeing MD-11F to the 150t Airbus A380F may seem like a huge leap, but FedEx Express does not see it that way. FedEx will receive its first A380 in August 2008, three months after Emirates, and another nine aircraft by early 2011, while it has options on a further 10 that would be delivered in 2011-12.
FedEx plans to use the A380 on routes where it now must run two MD-11Fs a day to meet demand, such as Memphis-Osaka Kansai and Memphis-Paris Charles de Gaulle. FedEx Express vice-president of aircraft acquisitions Jim Parker also sees the aircraft opening up new non-stop routes, such as Hong Kong-Memphis, that the MD-11 cannot fly. The A380 gives the carrier an opportunity to essentially strap two MD-11s together on trunk routes and maximise efficiency. "I don't see the A380 replacing the MD-11," says Parker, "but it augments the MD-11 where loads justify it, which they already do. I wish I could have the aircraft now."
Preparing for the A380 requires minimal changes at airports and at the carrier's hubs, according to Parker. All that is required is wider taxiways and turnaround areas, as well as reinforced bridges. He says all FedEx's hub airports support the widening projects, which are necessary to accommodate the aircraft's larger wingspan and ensure adequate taxiway-to-runway and taxiway-to-ramp separation. He says runways at all FedEx's major airports can also accommodate the aircraft, with Subic Bay, the Philippines, the tightest fit.
FedEx and Airbus are evaluating preliminary designs for a new cargo loading system to hold four containers - double the capacity of present systems. Parker says the new loaders, plus the A380's four cargo doors, will ensure it can be turned around in 90 minutes. "This aircraft takes the same time to load and unload as an MD-11," says Parker. FedEx plans to select a manufacturer for the new loaders within the next two years and test them on MD-11s in 2007 to ensure they are ready when the first A380 enters service.
The transfer of containers between aircraft should also be seamless. FedEx's standard widebody container is 8ft (2.4m) high, which the A380 maindeck accommodates. Parker says the main drawback with the Boeing 747, was that maximising its cubic capacity would require a 10ft-high container. The A380 upperdeck, meanwhile, accommodates containers that fit into FedEx narrowbodies.
Because of the 18-month lead-time required when confirming order options, if FedEx chooses to exercise them it will be with minimal operational experience. But Parker is confident FedEx will know enough when the time arrives.
Source: Flight International
