The UK Ministry of Defence and specialist cargo airlines have held exploratory talks to examine a number of key issues about the way the McDonnell Douglas C-17 could be "jointly" operated by the Royal Air Force and commercial companies.
One option under discussion involves up to six C-17s being acquired by a finance organisation, which would lease the aircraft to a civil operator. The operator would then provide strategic airlift functions for the RAF, with its revenues based on the type of mission performed. Spare utilisation would be deployed in the commercial market (Flight International, 22-28 January, 1997).
The C-17 issue is politically sensitive because the UK remains committed to the proposed European Future Large Aircraft.
Despite the fact that the RAF has yet to generate a formal requirement for such an aircraft, some civilian operators are understood to have indicated that they would be willing to consider a leasing arrangement. The talks are thought to include cargo carriers HeavyLift and Air Foyle. Both these UK operators offer a range of services, including moving outsize loads on Antonov An-124s.
However, several obstacles would have to be overcome, including the fact that under US law the C-17 would have to be "demilitarised", before it could be exported and operated on the UK civil register. In addition, although the short-field performance of the C-17 may be an advantage in the commercial market, operators could find that the aircraft's limited cargo deck volume would prevent them carrying a full payload in terms of weight.
"It is not a cost advantage," says one industry source. "The only advantage is that the C-17 can use smaller airfields than those suitable for, for example, the Antonov 124." Getting the aircraft on the UK civil register, the source adds, is "not regarded as a big problem".
Source: Flight International