Aircraft

Bombardier is expected to hand over the first CRJ regional jet converted to cargo configuration this week. But few expect the demand to modify regional jets into freighters to match that for converted turboprops - a market that has itself slowed as high fuel prices have rekindled demand for turboprops as passenger carriers.

Converted by Canada's Cascade Aero­space, two CRJ200PF package freighters were ordered last year by Swedish cargo carrier West Air Europe. The all-turboprop operator is acquiring the ex-Lufthansa aircraft for a postal contract requiring the higher speed and longer range of a jet.

When Gothenburg-based West Air launched the programme last year, Bombardier's asset-management organisation said it saw a market for 25-50 package freighter conversions of the 50-seat CRJ over five years. In the air cargo market, the jet is expected for fulfil much the same role it has performed for regional airlines - its speed and range enabling freight operators to reach further and develop new markets.

Bombardier subcontracted design and certification of the all-cargo configuration to Abbotsford, British Columbia-based Cascade, which had previously engineered the conversion to two nearly new Dash 8 Q400 regional turboprops into multi-role firefighting, passenger and cargo-carrying aircraft for the French interior ministry.

The CRJ200PF is a full Class E bulk-loading freighter, says vice-president engineering Greg Thorne. There is no large freight door. Instead West Air will load the aircraft through the existing main and aft doors. The conversion involves removing all passenger equipment and non-essential equipment to reduce weight and installing Class E liner, smoke detection and cargo lighting systems and cockpit controls.

Existing seat tracks are extended the full length of the tube, Thorne says, and four additional tracks installed in the sidewalls to provide anchor points for the 9g "spider's web" restraint nets. The freighter can carry a 6t (15,000lb) payload.

The conversion has been certificated, and Thorne says Cascade is developing a production kit that can be delivered within four to five months of an order, enabling other maintenance shops to complete the modification in around 10 weeks.

Bombardier is not alone is seeing a niche market for converting used regional jets to freighters. BAE Systems Regional Aircraft has signed up Romania's Aerostar as prime contractor for its relaunched BAe 146QT (Quiet Trader) conversion programme, with the first of two aircraft from its leasing portfolio delivered to Bacau in March for modification and completion by early to mid-2008.

BAE believes the 146QT, with large freight door and Class E cargo interior, meets demand for a 10-12t freighter to fill the gap between 8t-payload larger turboprops, such as its own converted ATP Freighter, and 15t-class Boeing 737 Classic conversions. The company sees a market for 20-30 modifications of the 146-200/300.

The relaunched 146QT joins ATP bulk and large freight door conversions and a Jetstream 41 freighter modification launch­ed in February with UK regional carrier Eastern Airways.

With airline demand for passenger turbo­props recovering, availability of suitably priced aircraft for conversion is becoming an issue. Saab Aircraft Leasing placed four all-cargo Saab 340As last year, taking the total freighter fleet to 18, but saw much-increased demand for passenger aircraft. And M7 Aerospace, which has converted almost 50 ATR 42s and 72s, says the price of used aircraft is going up.