Cargo Air would like to announce that the company has finished the reinnovation of its fleet which include the purchase of two B737-300 aircraft in passenger configuration and thier freighter conversion.

The aircraft was previously operated by US Airways, MSN 23237 and it is already purchased from the owner GA Telesis LLC. The freight conversion has started in November 2007 in Aeronautical Engineers Incorporated (AEI) / Commercial Jet,Inc (CJI)  Miami, Florida, USA facilities. The conversion proces finished in May 2008. Cargo Air has added a new aircraft B737-300 to its fleet in JAN 2010 and the cargo conversion will be completed again in AEI/CJI facilities.

Please review the main characteristics of the aircraft. We will be glad if you find that this freighter matches your specific requirements for ad-hoc charters to long term programs.

Cargo Door Modification:

• The cargo door is installed on the left-hand side of the aircraft between FS400 and FS500B

• The cargo door is with dimensions 140'' x 86 " which make it 6 inches wider then the usual conversion. This fact automatically mean that we load and carry CFM 56 engine (B737’s). This freighter is a very advanced conversion of AEI and the only B737 aircraft, which could carry CFM 56 aircraft engine, as there are just a few other aircraft which could transport it - the already fading away from Europe AN-12 and the B-757, which are very rare aircraft in Europe with availability for charters.
• Cargo door is constructed to withstand wind of 45 knots in the fully open loading position.
• The fuselage is structurally reinforced in the area surrounding the cargo door opening. The existing aircraft skins are replaced with new formed skins from FS360 to FS540 and S2R to S22L.

Cargo Floor/ Cabin Modifications:

• Enforcement of the floor with additional beams to carry higher by weight per position of each pallets or containers.
• The Cargo door is designed in such a way that is at FS 400 stringer, which is away from the forward crew door and allows for better reinforcement and there were no Airworthiness Directives associated with cracks and other type of destructions on aircraft skins and fuselage connected with the other designs.
• Flight Data recorders are removed from the ceiling and are moved outside the main cargo compartment and together with the location of the door position, this would allow usable height of 83,75'' in the cargo cabin, while the other conversion companies offer maximum height of 80'' to prevent damage of the ceiling. This small difference for example allow for AEI/Cargo Air chosen conversion/ to load all inter-line containers from main deck freighters and could carry the most used by the postal services AAC, AAY and AAA containers with height of 82''. The other conversion companies remove this opportunity for their operators by having limitation of the maximum height of 79-80'' or make special designed containers with 79" maximum height.
• 9 G rigid barrier wall in the front of the cargo compartment instead of 9 g barrier net.
• Possibility for up to 4 seats in the forward area after the cockpit which will make the aircraft unique for carriage of additional cargo attendants such as obligatory attendees during carriage of life horses which is another huge business in Europe.
• Cargo Air will offer unique aircraft the European Market with 9 pallets of 125 x 88" and height 84" for the first 8 pallet positions and height of 88" for the last one pallet.
• There would be possibilities for locking the pallets by width not only 125" but also to 108" by another two retractable locks in the aircraft. The pallet with dimensions 108 X 88" is another standard recognized by the cargo industry.
• Cargo Air has equipped its first B737-300F, registration :LZ-CGO with the possibility to lock and load up to 9 x 463 L military pallets of 108 x 88'' in the aircraft which is unique configuration in the Air Cargo Industry.
• For its second B737-300F conversion for the aircraft with MSN 23970 and registration : LZ-CGP , Cargo Air and AEI has developed special 8 + 2 positions layout of the main deck and this configuration will even better suits the needs of its customers and improve containerized volume of the aircraft. This configuration will again allow intermix of 125 X 88" and 108 x 88" ULDs on the aircraft main deck via retractable locks from positions 2 to 9. Total of 8 of the biggest AAA containers in the industry with height 81,5" will be able to be loaded from positions 2 to 9. There will be possibility to lock 53 x 88" pallet or container on position 1. There will be possibility to lock pallets or containers with dimensions 53 x 88" or 60,4 x 61,5" or 61,5 x 88" on position 10.
  
  For detailed presentation of this configuration see: http://www.cargoair.bg/uld.html