Cargojet has placed options for two 300ERMFs and two additional 200LRMFs. Photo - Mammoth Freighters

Mammoth Freighters has signed Canadian operator Cargojet as the launch customer for its 777-freighter conversion programme.

It has signed an initial sales agreement for two 777-200LRMF freighters and Cargojet has placed options for two 777-300ERMFs and two additional 700-200LRMFs.

The initial delivery will be MSN 29742, a 777-200LR which will begin the conversion process in mid-2022. The aircraft was originally operated by Delta until March 2020.

Delivery to Cargojet is expected in the second half of 2023.

Mammoth said it was in a unique position to produce two different products that respond to both high-density and lower-density e-commerce and integrator markets.

Data from Mammoth shows the 777-200LR is an ideal long-haul platform that will have more than 10.5 lbs per cu ft of density and a max structural payload of 233,000 lbs (105,687 kg), or the 777-300ER with 7.7 lbs per cu ft of density and 220,000 lbs (99,790 kg), that hits the sweet spot required by e-commerce and integrator cargo carriers.

Speaking about the certifications to perform modifications for freighter operations, Brian McCarthy, VP marketing and sales, told The Loadstar that Mammoth is using trusted, proven and globally accepted engineering tools and practices that will produce a substantial data set, validated to meet both today and tomorrow’s regulatory standards.

“Although the regulatory authorities globally have been challenged by recent Covid-induced events, we all witnessed a number of certifications and STCs achieved by converters in the past year which gives us great confidence in the certification process,” he added.

Cargojet carries some 25 million pounds of cargo weekly. Preliminary data on weights and capacities on the -200LR shows a max gross payload of 233,000 lb and a total volume of 22,971 cu ft. The metrics are a good indication that Mammoth’s 777-200LRMF freighter will fit well into Cargojet’s fleet profile. Cargojet operates its network with its own fleet of 31 aircraft.

Mammoth is busy setting up for conversion and recently invested in a maintenance and modification facility in the US to support the conversion programme in partnership with GDC Technics, looking to tap into its expertise in engineering and technical services, modifications, electronic systems, R&D and MRO services.

Recently, some aircraft have tipped over during loading and unloading, sending the nose into the air, and this is an issue Mammoth is taking seriously.

“For some freighters, aft tipping warning devices and systems are available,” said Mr McCarthy. However, he explained that operators hate using the “pogo stick”, because it is an operational headache.

“Additionally, for weekend charter operators, it usually means that you have to bring your own support tool on the positioning flights.”

Mammoth’s affiliated company, GDC Technics in Texas, has a system called “Weight on Wheels” that monitors and validates the correct loading of the aircraft.

“The new version of this, being certified for the freighter market, will address this with an audible warning system that will alert ground crews for an unsafe condition or a pending unsafe condition.”

Mammoth is banking on a flexible business model; it will offer the option to convert assets already owned by the operator, or acquire or lease ready-to-fly converted freighters from Mammoth’s feedstock.

It will be inducting the first of 10 777-200LRs in Q2 22, with the 777-300ER following the conformity build phase of the -200LR. Mr McCarthy is hopeful of having the first 777-200LR ready to haul cargo by Q3 23, and he added: “Subject to regulatory authority start approval, we hope to be presenting the first -300ER to the launch operator by Q2 24.”

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