All About Cargo

[Airband]

Millions of bees that were transported on a Delta flight died in extreme heat after being left on the tarmac in Atlanta

Sat Apr 30, 2022 - Business Insider
by Ryan Hogg

Quote

'She got through to Edward Morgan, a beekeeper in Georgia and he and more than 20 others from Metro Atlanta Beekeepers Association rushed to the airport to try and save the bees.'

Millions of bees bound for Alaska died on a Delta Air Lines flight after the plane was left on the tarmac in Atlanta, Georgia, following a diversion. 

Alaska Public Media (APM) reported on Wednesday that a Delta plane carrying a shipment of around 5 million bees bound for Anchorage, Alaska, was forced to reroute to Atlanta. Most of the bees died in the Georgia city.

The shipment of 200 crates, ordered by Sarah McElrea of Sarah's Alaska Honey on behalf of 300 Alaskan beekeepers, carried 800 pounds of bees and was worth an estimated $48,000. 

The crates had been due to travel from Sacramento, California, to Anchorage Airport via Seattle, Washington. But the bees did not fit on the Seattle-bound flight and were instead rerouted through the Delta hub in Atlanta. 

Delta told McElrea the bees would have to wait in a cooler last Saturday but they were transferred to the tarmac the next day over fears the bees were escaping. McElrea told APM the temperature in Atlanta was 80 degrees Fahrenheit on the day they were left there.

"I really panicked when they found they had moved them outside because the pheromones that those honeybees emit are attractive to other honeybees that are native to the area," she told APM. Because the bees were outside, it made it harder to rescue those in the crates.

MacElrea told APM that she connected on Facebook to "a page that is based in Georgia." She got through to Edward Morgan, a beekeeper in Georgia, Atlanta, who told Atlanta radio station WABE he and more than 20 others from Metro Atlanta Beekeepers Association rushed to the airport to try and save the bees.

"It's devastating to see that many dead," Julia Mahood, a Georgia master beekeeper, told WABE. "Just clumps of dead bees that had no chance because they were left outside with no food and basically got lost in Delta's machinery."

In an emailed statement, Delta spokeswoman Catherine Morrow told The Associated Press on Friday the airline "was made aware of the shipment situation ... and quickly engaged the appropriate internal teams to assess the situation. We have taken immediate action to implement new measures to ensure events of this nature do not occur in the future."

Catherine Salm, another spokesperson for Delta, told APM: "We have been in contact with the customer directly to apologize for the unfortunate situation." 

McElrea and Delta did not immediately respond to Insider's requests for comment outside normal working hours. 

McElrea told The New York Times in an interview that Alaskans increasingly rely on imports for bees to pollinate crops for spring and autumn harvests.  

"People don't grasp just how dependent we as a species are on honeybees for pollination," MacElrea told the New York Times. "And this is just a waste, an absolute tragedy."

[Guest1]

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08. May 2022

Air Canada Cargo eyes intra-Canadian cargo flights

So far, Air Canada Cargo does not serve domestic routes, except for flights between Toronto and the maritime provinces. However, this will change once more freighter aircraft join the fleet. Currently, Air Canada Cargo operates two B767 P2F converted aircraft. By the end of 2022, that number will double, says Jason Berry (J.B.), Managing Director of Air Canada Cargo. And more are to come, including production freighters.

Air Canada’s VP Cargo, Jason Berry, is based in the carrier’s Montreal headquarters – courtesy: AC Cargo

CFG: In a recent interview with John Lloyd, Air Canada Cargo’s Director EU, ME, India, he said that, apart from Frankfurt and Madrid, no further European destinations would be served by Air Canada Cargo in the near future. Now Cologne and Istanbul have been added to your schedule. What’s behind this network expansion as now announced?
J.B.: Air Canada Cargo has been focused on building long-term, scheduled operations as opposed to charter work or chasing short-term market trends. As such, we are continually evaluating opportunities that we believe fit our strategy and complement our global network.

CFG: Frankfurt and Cologne are just 180 km apart. Why do you serve two airports that are geographical “twins”?
J.B.: In Frankfurt, we have a self-handled facility and provide an undisputed world-class service. The opportunity to utilize Cologne as a link to Istanbul, provides us with added flexibility in our schedule and serves as a force multiplier for Air Canada in the German market.
We serve both markets because we see value and flexibility with having a presence in Cologne. While Frankfurt is a key cargo and passenger hub for Air Canada, Air Canada Cargo has a great opportunity to offer scheduled service in Cologne as well. The pandemic has shown us all the importance of regular and reliable air cargo capacity. Cologne is primarily served by integrator and ACMI business which, of course, offers very little space to the open market. We anticipate our forwarding partners will be keen to have predictable and reliable lift without having to worry about being displaced during the peak season.

CFG: London-Heathrow is not on your agenda for freighter flights. Why?
J.B.: Similar to Frankfurt, we are self-handled in London-Heathrow and have a fantastic team that supports our customers across the UK. Our presence in London-Heathrow extends back decades and is a market where we continue to offer a strong level of cargo capacity and options with our passenger network. Air Canada will operate nine daily flights from the UK to North America at our peak this summer! We feel confident with our existing presence and the capacity we can offer. This is one of the beautiful parts of being a combination carrier. We can leverage both our strong passenger network along with the new freighter capacity we’re strategically introducing across the globe.

CFG: Does Air Canada Cargo plan to operate nonstop flights, taking off from Madrid to destinations in Latin America, deploying B767-P2F? This way combining your southbound routes ex Canada with transatlantic services originating in Spain?
J.B.: We do not anticipate non-stop flying, however, our freighter network has been thoughtfully constructed to ensure connectivity from Europe to Latin America is seamless and highly efficient through our Toronto hub, which has also seen significant enhancements and investments this year. Our ability to link continents via Toronto enables Air Canada the ability to offer multiple origins and destinations without the need to fly direct. Our freighter and widebody network from our hubs in North America offers unparalleled connectivity in the region. We are the only global combination carrier operating in North America, and are thrilled to have such a unique product offering for our customers. As the remainder of our 10 freighters enter the fleet, we expect to continue to offer even more valuable connectivity to our forwarding customers.

CFG: Currently, intra-Canadian freighter services are not standing high on your schedule, except for flights linking Toronto with Halifax and St. John’s. Customers may be interested to know whether services to BC, Manitoba, or to more destinations in the U.S. (in addition to Miami), are on your route map, once more B767P2Fs join the fleet.
J.B.: As we add additional freighters into our fleet, we expect to expand internationally as well as at home in the domestic Canadian market. Today, there is very little domestic air cargo freighter capacity that is not utilized by integrators and postal operations. Customers are eager to see us enter this space in order to bring competition and options to the market.

CFG: Last year, different media reported that Air Canada intends to convert seven B767 from pax to cargo, and is hoping to operate the freighters before the end of 2022. What’s the status of the conversions?
J.B.: The supply chain challenges affecting the world have also impacted the timing of our freighter conversions. We launched our first 767-300 freighter in December of 2021, and our second aircraft entered service last month. We expect to have 4 freighters by the end of the year, and recently announced the purchase of two, brand new, factory-built Boeing freighters. This will not only provide us with additional capacity for expansion, but it will speed up our timelines for bringing aircraft into service.

CFG: Jason, thank you for this interview.

 

 

Cologne/Bonn Airport appointed Andrea Tony Geslao as new cargo chief – photo: CGN

Addendum:
Regarding the Cologne flights, we asked Anrea Tony Geslao for a statement on their importance for the role of Cologne/Bonn as a hub for transcontinental air freight traffic. Mr. Geslao is the new cargo director at CGN. He succeeded Torsten Wefers, who recently moved from Cologne to Liege, where he became VP Marketing & Sales.  
Here is the executive’s comment:

“Cologne Bonn Airport is delighted to welcome Air Canada Cargo as its newest airline partner in the air freight sector connecting the Canadian market with Western Germany and onwards to Turkey. Forwarders doing business in these regions will benefit from this new scheduled service which further enhances our extensive cargo network. The airport and all involved stakeholders are looking forward to this new operation and will ensure a flexible, smooth, and efficient operation.”

Heiner Siegmund

[Guest1]

Monday, 9 May 2022

Air Canada Cargo operates first freighter flight to Madrid

 

Photo Air Canada Cargo

Last Wednesday, Air Canada operated the first flight of a Boeing 767-300 freighter by Air Canada Cargo into Madrid as it continues to expand its freighter network in Europe.  Through its extensive network of freighter and passenger flights, shipments from the US, Latin America and Canada can connect easily to Madrid and Barcelona via the carrier’s Toronto hub.

 

“With our second Boeing 767-300 freighter now in the fleet, we are growing our footprint in Europe. In addition to flights to Frankfurt, Air Canada Cargo will offer three flights per week to Madrid, arriving from Toronto and Halifax, filled with freight from its Canadian, US and Latin American freighter network, providing a direct connection for Spanish goods to Canada and beyond,” said Matthieu Casey, Managing Director, Commercial, at Air Canada Cargo. “Air Canada and Air Canada Cargo are committed to delivering reliable, dedicated capacity to the European market as we continue to expand our freighter fleet. This includes the recent announcement of the acquisition of two new 767-300F aircraft that will enter service in 2023.”

 

Air Canada and Air Canada Cargo also offer the capacity to Madrid and Barcelona on passenger service with five weekly flights from Toronto.

 

Air Canada Cargo is an award-winning provider of air cargo services. It is Canada's largest air cargo provider as measured by cargo capacity, with a presence in over 50 countries and self-handled hubs in Montreal, Toronto, Vancouver, Chicago, London, and Frankfurt. As the dedicated air freight division of Air Canada, Air Canada Cargo offers reliable air freight lift and connectivity to hundreds of destinations across six continents using Air Canada’s domestic and international passenger flights, cargo-only flights with its fleet of Boeing 767-300 freighter aircraft, and trucking services. 

 

Photo Air Canada Cargo

 

Photo Air Canada Cargo

 

Photo Air Canada Cargo

[Guest1]

Lufthansa invests in next-gen Boeing 777-8 freighters

Large cargo jet order coincides with Embraer freighter conversion milestone amid strong shipping growth

 Eric Kulisch Follow on TwitterMonday, May 9, 2022

 5 minutes read

 

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Lufthansa Cargo will be the second customer for Boeing’s next-generation freighter, the 777-8, after announcing on Monday the largest investment in company history with an order for 10 large cargo jets that will increase capacity by two-thirds over the next decade.

Down a level, aircraft manufacturer Embraer said the first sale of converted E190 regional jets will go to Nordic Aviation Capital, which will send 10 passenger aircraft from its fleet to Brazil to be modified.

The decisions reflect optimism by suppliers and operators in the continued growth of the air cargo market beyond the pandemic-fueled boom of the past two years. 

Deutsche Lufthansa’s cargo division said it will purchase three current-model 777 freighters to meet short- and medium-term demand, and seven 777-8s. The German flag carrier also said it is extending leases on two existing Boeing 777 cargo jets, which expire after 2024, for another seven years.

The multipronged approach involves acquiring one pre-owned freighter as soon as July and placing orders with Boeing for two factory-built 777s. Boeing will also build the seven 777-8s, which are scheduled for delivery between 2027 and 2030.

Lufthansa (DXE: LHA) also is the launch customer for the passenger version of the technically enhanced 777, now called the 777-9, with a firm order for 20 aircraft. During the development phase the plane was referred to as the 777-X.

 

Lufthansa Cargo, ranked in the top 15 cargo carriers in the world, currently controls 15 777 freighters, four of which are operated by DHL Express joint venture AeroLogic. This spring It also began utilizing two Airbus A321 converted freighters, a narrowbody aircraft that aviation engineering companies only recently introduced to the market. The cargo airline also manages booking and handling for shipments carried in the parent company’s vast global passenger network, as well as by Lufthansa subsidiaries Austrian Airlines, Brussels Airlines and Eurowings Discover.

The German carrier’s order for the 777-8 revives momentum for the product after Boeing’s (NYSE: BA) large deal in late January with Qatar Airways. European rival Airbus last year launched an A350 freighter model based on its popular widebody passenger aircraft and has secured 29 orders and tentative commitments from five airlines since November. 

Boeing last month pushed back expected delivery of the 777-9 until 2025, more than a year later than forecast, and said it will pause production until the end of this year after reassessing how long it will take to meet certification requirements. The production pause is designed to prevent an inventory buildup that could require changes based on the final certification, but it will add $1.2 billion to the project’s cost. Boeing previously wrote off $6.5 billion on the 777X program because of development problems. The plane is five years behind Boeing’s original due date.

At an airline industry conference in Dublin on Monday, Air Lease Corp. (NYSE: AL) Executive Chairman Steven Udvar-Hazy said the company decided against buying the 777X because there are too many uncertainties and delays with the program. Instead it became the launch customer for the A350 freighter. CEO John Plueger separately noted that Air Lease Corp. received requests from two airlines interested in the 777-X about the availability of the A350 freighter.

Boeing said the 777-9 production pause opened the door for additional 777 freighter capacity starting this year. International emission regulations require Boeing to stop production of the current 777 variant in 2027. 

The new 777s complement Lufthansa’s fleet of large cargo jets. Company officials said cargo capacity, fuel efficiency and maintaining a single-fleet type were key factors in Lufthansa’s investment decision.

 

Lufthansa also purchased seven 787-9 passenger jets as part of its fleet modernization effort. Boeing agreed to move up their production to compensate for the 777-9 delays. With the new investments, net capital expenditures will be about $2.6 billion through 2024.

The 777-8 has a payload capacity about the same as a 747-400 freighter while offering a 25% improvement in fuel efficiency, emissions and operating costs, according to Boeing. It also will have 17% more cargo volume than the legacy 777 freighter, along with a 15% fuel benefit. Technological improvements include a new carbon-fiber composite wing and fuel-efficient GE engines. With a range of 4,410 nautical miles, the 777-8 will enable airlines to make fewer stops and reduce landing fees on long-haul routes. 

“These major investments in Lufthansa Cargo are a sign of confidence in the future development of the airfreight market and the role that Lufthansa Cargo will continue to play in it,” said CEO Dorothea von Boxberg in a news release about the fleet upgrade.

The 2021 Boeing Commercial Market Outlook projects a 70% increase in the global freighter fleet by 2040, including about 450 new large widebody freighters.

Embraer lands first freighter order

Meanwhile, Nordic Aviation Capital, which specializes in leasing regional aircraft, has agreed in principle to take up to 10 production slots for converting the E190/E195 jet to a freighter, the companies announced Monday. First deliveries will begin in 2024. 

Nordic Aviation said passenger-to-freighter conversions are a new element of its portfolio strategy, allowing it to continue receiving investment returns by extending the useful life of older aircraft.

 

An Embraer E190 passenger jet operated by Copa Airlines. The manufacturer has established a program to convert older planes to cargo jets. (Photo: Flickr/Bernal Saborio CC BY 2.0)

Embraer launched the E-Jet conversion program in early March. The Brazilian airframer projects a market of about 700 aircraft that could be retrofitted for dedicated cargo operation over the next 20 years. It says there are a number of 10-to-15-year-old E190/195 aircraft that are already good candidates for cargo transformation.

“There is unprecedented demand for airfreight, especially for same-day deliveries and decentralized operation, the perfect mission for E-Jet-sized freighters,” said Embraer President and CEO Johann Bordais. 

Embraer says the E-Jet freighters will fill the gap in the freighter market between turboprops and narrowbodies such as the 737 and A321. The E-Jet offers 50% more volume and three times the range of large cargo turboprops, and up to 30% lower operating costs than standard jets. 

Conversions will include the installation of a large main deck front cargo door, reinforced flooring, a protective shield behind the cockpit, a smoke detection system and fire extinguishers in the upper compartment, and a cargo handling system. 

The E190F will have a payload of 23,600 pounds, while the E195F will carry up to 27,100 pounds. 

Embraer is the latest aircraft maker to launch a freighter program. In addition to the new Boeing and Airbus freighters, Textron recently began production of the Cessna SkyCourier large turboprop freighter and announced its first delivery to FedEx Express (NYSE: FDX) on Monday.

 

Click here for more FreightWaves/American Shipper stories by Eric Kulisch.

[GDR]

I wonder ho well it might work our for an airline to buy a couple of A380 aircraft and convert them to freight. They would be cheap enough to buy right now and would carry loads that a 767 can't. Another possibility would be C17s.

[Guest1]

11 minutes ago, GDR said:

I wonder ho well it might work our for an airline to buy a couple of A380 aircraft and convert them to freight. They would be cheap enough to buy right now and would carry loads that a 767 can't. Another possibility would be C17s.

 

The following may provide some answers.   This is for a partial conversion.

Exclusive: Airbus floats concept for A380 freighter conversion - FreightWaves

However evidently a complete conversion would have uplift restrictions.

Why Existing Airbus A380s Won't Be Converted To Freighters (simpleflying.com)

[GDR]

Thanks KK. It doesn't sound like it will happen.

[Guest1]

FedEx Takes Delivery Of Its 1st Cessna SkyCourier

BY LUKAS SOUZAPUBLISHED 11 HOURS AGO

 

Cessna's newest freighter aircraft also has a passenger version with up to a 19 passenger capacity.

Photo: Textron Aviation

On Tuesday, Textron Aviation and FedEx Express announced the first delivery of the Cessna SkyCourier. FedEx is a launch customer of the new twin utility turboprop made by Cessna, and has 50 of the freighter aircraft on order.

Brand-new Cessna freighter

The Cessna SkyCourier is the manufacturer's newest freighter aircraft, and only received Federal Aviation Administration type certification in March 2022. FedEx worked in partnership with Textron Aviation Inc (a Textron Inc. company) to design and manufacture the aircraft. Textron Aviation's Customer Advisory Board, in which members of the FedEx Express design and engineering teams participated, met to shape the aircraft's serviceability, design, and features. Ron Draper, president and CEO, Textron Aviation, said in a statement,

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“FedEx took delivery of its first Cessna in the mid-1980s and the two companies have had a collaborative relationship over the four decades since. We’re thrilled to deliver this aircraft that will help FedEx serve its customers more efficiently as it is designed with the option to carry industry-standard prepacked cargo containers. We believe many other air freight, passenger and special mission operators also will benefit from the winning combination of low operating costs and unparalleled lift capacity that the new Cessna SkyCourier brings to the market.”

Scot Struminger, CEO and Executive Vice President of Aviation, FedEx Express, added,

“For nearly 50 years, FedEx has been known for being flexible and innovative in finding solutions for our customers, and this aircraft will help us better serve small and medium markets where we aren’t able to operate our larger aircraft. The SkyCourier will make us more efficient, now being able to move containerized and palletized freight for our customers. The result of four-and-a-half years of collaboration with Textron Aviation on this aircraft, FedEx Express is excited to add the Cessna 408 SkyCourier as part of our fleet modernization program.

 

About the Cessna SkyCourier

The Cessna 408 SkyCourier is a twin-engine, high-wing turboprop that offers improved performance and lower operating costs. The aircraft has a freighter version, a passenger version, and can be used for special missions. The passenger variant of the SkyCourier has a capacity of 19 passengers and has separate entrances for crew and passengers. Separate entrances allow for smooth boarding, and the aircraft also features large cabin windows which provide natural light and great views. Both versions of the aircraft are equipped with single-point pressure refueling in order to make quicker turnarounds.

[Guest1]

Israel's IAI Set To Convert 4 Boeing 777-300s To Freighters For Cargojet

BY LUKE BODELLPUBLISHED 11 HOURS AGO

 

The Israeli conversion specialist hinted it may have up to 50 commitments for its 777-300ERSF program.

Israeli engineering firm Israel Aerospace Industries (IAI) will convert four Boeing 777-300ER aircraft into freighters on behalf of Canadian cargo airline Cargojet. The agreement also includes additional options for the future.

Cargojet P2F agreement

Israel Aerospace Industries, one of the world's leading conversion specialists, has signed an agreement with Cargojet for the P2F conversion of four Boeing 777-300ERs.

According to IAI,

"The agreement was signed as a result of the growing global demand for cargo aircraft, and includes the conversion of 4 B777-300ER aircraft and additional options in the future."

The deal is worth tens of millions of dollars and is the latest agreement between the two long-time partners.

"Cargojet’s selection of IAI to carry out the B777-300ER aircraft conversions is a testament to the trust and customer satisfaction in IAI’s conversion process and in the final product, and we thank Cargojet for the trust they have placed in us."

The Boeing 777 will be the largest cargo aircraft in Cargojet's fleet, which currently consists of over 30 Boeing 757 and Boeing 767 freighters. The 'Big Twin' Boeing 777-300ERSF will be capable of carrying over 100 tonnes and enables Cargojet to handle more long-haul operations.

Cargojet now has eight incoming Boeing 777 freighters after quadrupling its initial order for two. The airline will receive four converted Boeing 777-200s from Florida-based firm Mammoth Freighters and also has the option for two additional Boeing 777-300s.

Paul Rinaldo, Cargojet’s Senior Vice President Maintenance & Engineering, said,

"IAI is an important aviation partner and the B777-300ER conversions support Cargojet’s international expansion and further strengthens the relationship between our two companies."

 

IAI has almost completed the prototype

The Israeli conversion specialist is presently working on its first Boeing 777-300ER P2F conversion. This world-first Boeing 777-300ERSF conversion will be completed soon and is destined for Kalitta Air in the first half of 2023.

The company has signed a number of conversion agreements with leading global airlines, including Emirates. In August, Simple Flying reported that Etihad will work with Israel Aerospace Industries on 777 conversions - this deal will see Etihad Engineering develop two conversion lines capable of completing multiple conversions each year.

 

High demand for the 777-300ERSF

Along with its new Abu Dhabi facility, IAI set up additional conversion centers in Ethiopia and South Korea last year, suggesting plentiful demand for the 777-300ERSF program.

Complete article and photos can be viewed at: 

Israel's IAI Set To Convert 4 Boeing 777-300s To Freighters For Cargojet (simpleflying.com)

[Guest1]

Air Canada stops cargo-in-the-cabin preighter flights

18 / 05 / 2022

By Rebecca Jeffrey

Photo: Air Canada

Air Canada has operated its final cargo-in-the-cabin preighter flight and will now return its temporarily converted fleet of B777s and A330s to passenger service.

Flight AC7272, operated with an Airbus A330-300 aircraft, touched down in Toronto from Bogota on May 14.

The A330-300 aircraft will now be reconverted back to passenger service to meet the return of global passenger travel demand.

The carrier has also started taking delivery of fully converted freighter aircraft to meet cargo demand.

Air Canada said this final flight comes more than two years after it “became the first passenger airline globally to go to market removing seats to double cargo capacity by utilising the cabin to load additional cargo”.

That first flight on April 18 2020 was operated with a Boeing 777 that would normally carry more than 400 passengers. Instead, the aircraft cabin was filled with PPE, including face masks, gloves, and gowns for healthcare workers.

Air Canada and Air Canada Cargo rapidly converted into preighters a mix of Boeing 777 and Airbus A330-300 aircraft that would otherwise be parked. In total, 11 aircraft were converted into temporary freighters by removing the passenger seats to enable transport of lightweight cargo in the cabins.

Now with passenger travel demand recovering but cargo demand remaining high, Air Canada Cargo will also utilise a fleet of converted Boeing 767-300 aircraft, two of which are now in service, with six more to come by the end of 2023. Additionally, Air Canada Cargo continues to utilise belly space on Air Canada’s globally scheduled passenger flights.

“Developing and sustaining this solution was an incredible group effort from many departments within Air Canada,” said Dotane Harel, director, regulatory and operations process engineering. “These aircraft have considerably increased Air Canada’s cargo capacity in time of need. It is with mixed emotions that we see this chapter fold, and we’re looking forward to working with our new Boeing 767-300 freighters.”

In April, the European Union Aviation Safety Agency (EASA) said it would put a stop to cargo-in-the-cabin flights beyond July 31.

https://www.aircargonews.net/airlines/air-canada-stops-cargo-in-the-cabin-preighter-flights/

[Guest1]

Quote

Quebec invests $55M in Flying Whales’ cargo airship project

BY BRIAN DUNN | JULY 6, 2022

Estimated reading time  3 minutes, 24 seconds.

Quebec’s ambitious plan to build cargo airships is moving ahead with an investment of C$55 million from the province’s Investissement Québec.

As previously reported, the project by French company Flying Whales was first announced in November 2019, when the Quebec government said it was investing $30 million and possibly more in the venture. But the project was blocked by Ottawa due to Chinese involvement, which is no longer the case as the Chinese 24.9 percent stake has been purchased by the company’s French shareholders.

Flying Whales plans to create cargo airships (LCA60T) for transporting oversized loads up to 60 tons. Flying Whales Image

The $55 million is split between the share capital of Flying Whales and its subsidiary, Les Dirigeables Flying Whales Québec. 

“These contributions are aimed at the development and certification of airships intended for the transport of heavy and oversized loads in territories that are difficult to access by land,” according to the Quebec government.

The Flying Whales group has just concluded a third round of financing worth 122 million euros. Besides Quebec, the French State — through the French Tech Souveraineté — and the Principality of Monaco are joining the project. Two current shareholders, ALIAD (Air Liquide Venture Capital) and Groupe ADP, are also putting money into the venture.

“Flying Whales is taking another step in its growth, where Quebec expertise will allow the development of a new generation of aircraft,” said Quebec Economic Minister Pierre Fitzgibbon in a statement.

Quebec wants to see Flying Whales carry out a research and development component this year. Eventually, an aircraft production plant would follow. The first certification and commercial flights are planned for 2025-2026. “Major components will be developed in Quebec, such as the hybrid-electric propulsion system, avionics, and the crew cabin,” said the government, which expects roughly 100 jobs would be created within three years.

“It is here (in Quebec) that we will produce and operate the LCA60T [cargo airship] solution for the American continent,” said Sébastien Bougon, founder and CEO of Flying Whales.

Founded in 2012, Flying Whales plans to create cargo airships (LCA60T) for transporting oversized loads up to 60 tons. The aircraft will first be equipped with hybrid propulsion, then fully electric. The lift will be generated by helium.

Quebec invests $55M in Flying Whales' cargo airship project - Skies Mag

[Guest1]

De Havilland Canada Launches Cargo Conversion Solutions Utilizing Dash 8-400 Aircraft

18 July 2022Canadian Aviation News

Farnborough, United Kingdom, July 18, 2022 – De Havilland Aircraft of Canada Limited (“De Havilland Canada”) today announced the launch of three cargo conversion solutions for the Dash 8-400 aircraft. The launched solutions include Quick Change (QC), Package Freighter (PF) and Freighter with Large Cargo Door (F-LCD) configurations to address a wide variety of operational business models. Known worldwide for its low cost of operation, exceptional performance and reliability in airline and special mission operations, the Dash 8-400 aircraft’s rugged design also positions it exceedingly well for cargo operations.

“As the cargo market continues to grow, our cargo conversion solutions will easily enhance the overall value and extend the already high revenue-generating capabilities of the Dash 8-400 aircraft,” said Jean-Philippe Côté, Vice President Programs, De Havilland Canada. “De Havilland Canada will offer the three launched cargo conversion solutions through original equipment manufacturer (OEM) Service Bulletins approved by Transport Canada, and we are ready to provide a wide range of OEM support as desired by our operators – from kit installation to on-site support through our global support infrastructure.

“Several built-in attributes of the Dash 8-400 aircraft, including its outstanding airfield accessibility, hot-and-high performance, range up to 1,640 nm and long structural life, position it very well for cargo operations, and its low noise and CO₂ emissions mean that it’s also an environmentally responsible choice,” added Mr. Côté.

Dash 8-400 Quick Change (Dash 8-400 QC)

The Quick Change solution is a revenue expansion model that offers flexibility to convert the Dash 8-400 aircraft between all-passenger and all-cargo configurations. Operators can combine two distinctive income streams into one, significantly expanding their revenue base. The short time required to switch from one configuration to the other allows operators to match market dynamics swiftly. By installing a new smoke detection system in the cabin to convert it into a Class E compartment, no attendants are required in the cabin for cargo flights.

Dash 8-400 Package Freighter (Dash 8-400 PF)

The Dash 8-400 Package Freighter allows bulk loading of various sizes of cargo, such as e-commerce packages. There are nine distinct loading zones with eight radial spider nets providing tie-down and restraint functions. The primary cargo access door is in the same position as the aft LHS baggage compartment door in all Dash 8-400 aircraft, and there are four additional access doors (one at the front and one at the back on each side of the aircraft) to facilitate quick loading and unloading of cargo. It is ideal for the transportation of e-commerce packages. An optional cargo loading system is also available for palletized cargo.

Dash 8-400 Freighter with Large Cargo Door (Dash 8-400 F-LCD)

The Dash 8-400 Package Freighter can be equipped with a large cargo door (LCD) and a cargo loading system to provide a containerized cargo model that facilitates the transport of unit load device (ULD) pallets or containers. With the LCD measuring 109 in x 69 in (2.8 m x 1.8 m), the Dash 8-400 F-LCD is equipped to handle typical containers such as LD1, LD2, LD3 and LD4. For example, it can carry as many as eight LD3 containers. This would allow interline transfer of containers from other aircraft in an operator’s network. It is ideal for hub-and-spoke network carriers as well as major logistics operators.

About De Havilland Aircraft of Canada Limited

With more than 5,000 aircraft delivered, De Havilland Aircraft of Canada Limited (De Havilland Canada) is well established across the globe and our talented team of aviation professionals is dedicated to advancing our near-100-year reputation for excellence in innovation, production and customer support. Our aircraft operate reliably in some of the world’s harshest climates and provide vital connections between rural communities and urban centres – transporting essential cargo and millions of passengers annually. Our aircraft also support a wide variety of special mission operations including aerial firefighting, search and rescue, medical evacuation, reconnaissance and coastal surveillance. In February 2022, De Havilland Canada became the operating brand for the companies that previously operated as Longview Aviation, Viking Air Ltd, Pacific Sky Training and De Havilland Canada. https://dehavilland.com

[Guest1]

Air Canada's B767 production freighters in new cargo livery to go commercial in Q123 Air Canada Cargo will operate a fleet of 7 cargo planes by Q123 that include five converted and two production freighters. ByReji John|20 July 2022 6:21 AM B767-300 production freighters will feature a new Air Canada Cargo livery Air Canada will begin commercial operation of its brand new Boeing 767 production freighters in the first quarter of 2023. The two factory-built B767-300 freighters will also feature a new Air Canada Cargo livery. This was confirmed by Jason Berry, vice president of cargo at Air Canada. "We are making final configurations on the aircraft and prepping them both for their scheduled paint visits. We hope to have them in commercial operation by early Q1," Berry told The STAT Trade Times. Air Canada revealed its order with Boeing for two B767-300 freighters in April this year while announcing its first quarter of 2022 financial results. The decision to buy two new production freighters was prompted by the spectacular and consistent climb in cargo revenue. Air Canada Cargo' first quarter 2022 revenue was up 42% to C$398 million (US$310 million) from the first quarter of 2021. Its operating capacity in the first quarter, measured by Available Seat Miles (ASMs) also increased about 3.4 times from the first quarter of 2021. "These additional factory-built 767-300F aircraft will allow Air Canada Cargo to speed up the expansion of its freighter fleet, helping provide reliable, dedicated service to key cargo routes around the world, further bolstering the capacity provided by Air Canada's mainline fleet," Berry said when the announcement was made in April this year. Air Canada Cargo team inside the second brand new B767-300 freighter at the Boeing delivery event Recently, Boeing hosted the Air Canada Cargo team, including Berry and Matthieu Casey, managing director, Commercial – Cargo, for a delivery event. According to Berry, both aircraft are delivered to Air Canada and "they are now undergoing final preparations for service". The Boeing 767-300 freighters allow Air Canada Cargo to offer five different main deck configurations, increasing the overall cargo capacity of each aircraft to nearly 58 tonnes or 438 cubic metres, with approximately 75 percent of this capacity on the main deck. With the aircraft that had been temporarily converted to carry cargo in the cabin returning to passenger service, Air Canada Cargo now operates two converted Boeing 767-300BDSF freighters. The two factory-built freighters will be in addition to the eight Boeing 767-300s that are being converted for Air Canada Cargo operations. According to Berry, two more converted B767 freighters are expected to be delivered this year. "We are expecting one in August and another in October. By the first quarter of 2023, we will have five converted and two factory-built freighters flying. That's a big jump from the two we are operating now. We'll be announcing our new routes shortly." Passenger to freighter conversion is done by the Israel Aerospace Industry (IAI). The addition of freighter aircraft to Air Canada's fleet allows Air Canada Cargo to provide consistent capacity on key air cargo routes, which will facilitate the movement of goods globally. The freighters also increase Air Canada Cargo's capability to transport goods such as automotive and aerospace parts, oil and gas equipment, pharmaceuticals, perishables, as well as handling the growing demand for fast, reliable shipment of e-commerce goods.

https://www.stattimes.com/air-cargo/air-canadas-b767-production-freighters-in-new-cargo-livery-to-go-commercial-in-q123-1346014?infinitescroll=1

[conehead]

Air Canada announces acquisition of two Boeing 777 freighter planes

https://www.canadianmanufacturing.com/manufacturing/air-canada-announces-acquisition-of-two-boeing-777-freighter-planes-283970/

[Guest2]

Air Canada Cargo Announces Expansion of Freighter Network into The United States, Adds New Latin American Route

6 October 2022Canadian Aviation News

MONTREAL, October 6, 2022 – Air Canada Cargo today announced that starting in November, it will expand its freighter network into the United States for the first time, with flights to Dallas and Atlanta. The addition of these key US markets is a significant milestone for Air Canada Cargo and allows Air Canada Cargo to provide dedicated, reliable service to customers in key markets, and allowing easy connection to other markets through our global hub in Toronto.

Air Canada Cargo is also expanding its presence in Latin America with service to Bogota.

“These additional routes allow us to expand the reach of our freighter network to key US markets, and conveniently connect cargo in the USA to Canada, Europe, Latin America and Asia-Pacific with our freighter service. The additional growth of our freighter fleet allows us to continue to expand to better serve our global customers and we remain committed to supporting global economies and supply chains with reliable transportation moving critical goods,” said Matthieu Casey, Managing Director, Commercial, at Air Canada Cargo.

In addition to the eight converted Boeing 767 freighters already announced, Air Canada Cargo continues to expand its freighter fleet, with two factory-built 767-300F that will enter service in 2023 and two Boeing 777 freighters that will enter service in 2024.

[Guest2]

Giant cargo airships floated as a vision for the North (cabinradio.ca)

Giant cargo airships floated as a vision for the North

Published: October 21, 2022 at 5:40amOLLIE WILLIAMS

A concept image produced by airship developer Flying Whales.

---

So you spent your summer waiting for a barge to resupply your community. Maybe it arrived, maybe it didn’t. Wouldn’t you rather wait for an airship?

Backers of the technology say the North’s isolated communities would benefit from low-emission cargo airships, gliding over the tundra regardless of the conditions on the ground.

No more freight delays during freeze-up and break-up. No more barges getting weathered out for the season. And the space-age sight of giant airships illuminated by the northern lights.

 

In the Northwest Territories’ legislature on Thursday, Great Slave MLA Katrina Nokleby tried to persuade the territorial government that this is the future – or at least, a possibility the NWT should test.

“We could become the leaders in an innovative industry,” said Nokleby.

That statement also tells you the industry hasn’t blossomed yet, despite decades of promotion from people convinced airships solve the problem of sending freight over vast northern distances in tricky conditions.

 

Multiple attempts have been made to get airships off the ground. (Sorry.)

In general, any article about them has to include two things: a reference to the Hindenburg disaster, a 1937 tragedy from which airships’ reputation still seems to be recovering, and some quotes from Barry Prentice, a Manitoba professor of supply chain management who is one of airships’ biggest proponents.

“The viability of airships as a mode of transport does not need to be proven,” Prentice wrote in a paper for a think tank two months ago.

“The German Zeppelins were able to cross the Atlantic Ocean on a scheduled basis, cruising at 145 km/h. They offered a useful lift of 70 tonnes, configured as luxury accommodation for 72 passengers,” he added as an example, arguing that modern airships will lift heavier loads with barely any – or perhaps no – crew.

 

Prentice says electric airships powered by hydrogen fuel cells fit the federal government’s transportation vision of the future, can carry maybe three tractor-trailer loads of freight, and need a “minimal” footprint in the North.

“Airships are a green technology. They will create new supply chains and stimulate employment and investment in the aerospace sector,” he wrote.

Wait, did he say hydrogen?

Hydrogen has long been banned in North American airships, but some designers of the new generation of airships that could service the North want that ban overturned.

They argue advances in technology mean decades-old fears about the use of hydrogen, given its flammability, are unfounded.

“In the United States, new airship regulations have been developed that do not restrict the role of hydrogen gas,” Nokleby told the legislature on Thursday, urging the NWT to allow “experimental, non-commercial test flights” while working with Ottawa to change the regulations.

Prentice says Europe is also looking at dropping its own hydrogen ban.

Hydrogen already has advocates as a northern fuel alternative for daily use, never mind powering airships. But some aviation industry experts have also suggested hydrogen is the easiest way to move a portion of the sector off fossil fuels in the near future.

It isn’t the only gas in the game, though.

Helium, long considered a safer, more benign option, is the basis for designs put forward by airship companies like Flying Whales, a French airship developer in existence for the past decade.

The problem with helium is finding it. The world has gone through four recognized helium shortages since 2006, making fuel scarcity a real issue. (If you don’t get your annual resupply in Sachs Harbour because the GNWT couldn’t source any helium, that’s not really an improvement on the barge being weathered out.)

Prototypes said to be on the way

Flying Whales does, however, seem to be one of the companies nearest to making modern freight airships a reality.

The company’s giant LCA60T – LCA stands for large-capacity airship, 60T means 60 tonnes – is 200 metres long and would be a stunning, low-flying addition to the northern sky.

In 2021, the province of Quebec gave Flying Whales $30 million to help it develop a flying prototype. The provincial government thinks Flying Whales’ airships could one day help serve its isolated northern region of Nunavik.

Overall, the company said in June, it has raised around $160 million. Construction of a prototype is expected to begin next year. (Other prototypes have already left the ground: British company Hybrid Air Vehicles test-flew its smaller Airlander 10 in 2016, although a model later collapsed in high wind, a deflation that the manufacturer said was a safety feature to minimize potential damage. A Spanish airline is reportedly planning to introduce passenger versions of the Airlander 10 later this decade.)

A Flying Whales diagram showcases a concept airship.

A Hybrid Air Vehicles video documents the Airlander 10’s first flight in 2016.

In an unpublished manuscript, one researcher has suggested the presence of just one cargo airship in the North would rewrite the book on freight possibilities.

Imagine a base in Hay River, currently the NWT’s longstanding cargo hub as the northern end of a Canada-wide rail network and the southern end of the Mackenzie River barging operation.

Goods arrive in Hay River by road, rail, or air – Buffalo Airways uses Hay River as a staging point for a lot of freight heading into the North. In Hay River, you transfer the freight to an airship. That airship can’t travel fast, but it can travel far, meaning it can hit anywhere in the NWT and most of Yukon or Nunavut within 12 hours.

Suddenly there is a reliable freight route from anywhere in Canada to anywhere in the North within a day, if you really need that to happen.

Starting a conversation

At least, that’s the vision airship enthusiasts want you to see.

But this has been going on for at least the past 20 years and still, the next-generation airship industry is working to convince backers.

The latest event promoting the concept took place on Thursday – the Aviation Innovations Conference at a hotel in Mississauga, Ontario. Speakers at this conference? Barry Prentice opened it, Flying Whales presented, and an agenda suggests a virtual presentation was made by Nokleby, the Great Slave MLA, the morning before she lobbied the territorial government in the legislature.

The conference continues on Friday, where presenters will include former Iqaluit mayor Madeleine Redfern.

Similar waves of enthusiasm have reached the NWT in the past. Records show Bob McLeod received a presentation on airships while serving as the territory’s premier in 2016. In 2009, Weledeh MLA Bob Bromley stated that “airship technology has come a long way and is now a viable economic alternative to expensive northern highways.” In 2011, now-defunct northern aviation group Discovery Air said it would buy 45 airships costing more than $40 million each – but changed its mind a year later.

Nokleby, who in February stated airships should be a priority over ice roads as the former industry grows and the latter faces the threat of climate change, brought industry minister Caroline Wawzonek to a recent meeting with airship experts.

Asked by Nokleby during Thursday’s legislature sitting for her thoughts, Wawzonek appeared to search for a tone of encouraging-but-non-committal.

“I don’t know that my thoughts are necessarily the ones that matter the most,” the minister hedged.

“It certainly was an interesting opportunity to learn about all the tremendous possibilities that could exist,” Wawzonek said of the meeting.

“As far as the viability, I think there are probably a number of challenges … but we can’t get anywhere if the conversations don’t start.”

On Friday, back at the Mississauga conference, Prentice will deliver a presentation on airship and cold-weather testing. That, Wawzonek said, is definitely an avenue the NWT is happy to explore.

“If there is going to be some viability testing,” the minister said, “we certainly want to be at the top of that list.”

[conehead]

4 hours ago, Skeptic said:

Giant cargo airships floated as a vision for the North (cabinradio.ca)

Giant cargo airships floated as a vision for the North

Published: October 21, 2022 at 5:40amOLLIE WILLIAMS

A concept image produced by airship developer Flying Whales.

---

So you spent your summer waiting for a barge to resupply your community. Maybe it arrived, maybe it didn’t. Wouldn’t you rather wait for an airship?

Backers of the technology say the North’s isolated communities would benefit from low-emission cargo airships, gliding over the tundra regardless of the conditions on the ground.

No more freight delays during freeze-up and break-up. No more barges getting weathered out for the season. And the space-age sight of giant airships illuminated by the northern lights.

 

In the Northwest Territories’ legislature on Thursday, Great Slave MLA Katrina Nokleby tried to persuade the territorial government that this is the future – or at least, a possibility the NWT should test.

“We could become the leaders in an innovative industry,” said Nokleby.

That statement also tells you the industry hasn’t blossomed yet, despite decades of promotion from people convinced airships solve the problem of sending freight over vast northern distances in tricky conditions.

 

Multiple attempts have been made to get airships off the ground. (Sorry.)

In general, any article about them has to include two things: a reference to the Hindenburg disaster, a 1937 tragedy from which airships’ reputation still seems to be recovering, and some quotes from Barry Prentice, a Manitoba professor of supply chain management who is one of airships’ biggest proponents.

“The viability of airships as a mode of transport does not need to be proven,” Prentice wrote in a paper for a think tank two months ago.

“The German Zeppelins were able to cross the Atlantic Ocean on a scheduled basis, cruising at 145 km/h. They offered a useful lift of 70 tonnes, configured as luxury accommodation for 72 passengers,” he added as an example, arguing that modern airships will lift heavier loads with barely any – or perhaps no – crew.

 

Prentice says electric airships powered by hydrogen fuel cells fit the federal government’s transportation vision of the future, can carry maybe three tractor-trailer loads of freight, and need a “minimal” footprint in the North.

“Airships are a green technology. They will create new supply chains and stimulate employment and investment in the aerospace sector,” he wrote.

Wait, did he say hydrogen?

Hydrogen has long been banned in North American airships, but some designers of the new generation of airships that could service the North want that ban overturned.

They argue advances in technology mean decades-old fears about the use of hydrogen, given its flammability, are unfounded.

“In the United States, new airship regulations have been developed that do not restrict the role of hydrogen gas,” Nokleby told the legislature on Thursday, urging the NWT to allow “experimental, non-commercial test flights” while working with Ottawa to change the regulations.

Prentice says Europe is also looking at dropping its own hydrogen ban.

Hydrogen already has advocates as a northern fuel alternative for daily use, never mind powering airships. But some aviation industry experts have also suggested hydrogen is the easiest way to move a portion of the sector off fossil fuels in the near future.

It isn’t the only gas in the game, though.

Helium, long considered a safer, more benign option, is the basis for designs put forward by airship companies like Flying Whales, a French airship developer in existence for the past decade.

The problem with helium is finding it. The world has gone through four recognized helium shortages since 2006, making fuel scarcity a real issue. (If you don’t get your annual resupply in Sachs Harbour because the GNWT couldn’t source any helium, that’s not really an improvement on the barge being weathered out.)

Prototypes said to be on the way

Flying Whales does, however, seem to be one of the companies nearest to making modern freight airships a reality.

The company’s giant LCA60T – LCA stands for large-capacity airship, 60T means 60 tonnes – is 200 metres long and would be a stunning, low-flying addition to the northern sky.

In 2021, the province of Quebec gave Flying Whales $30 million to help it develop a flying prototype. The provincial government thinks Flying Whales’ airships could one day help serve its isolated northern region of Nunavik.

Overall, the company said in June, it has raised around $160 million. Construction of a prototype is expected to begin next year. (Other prototypes have already left the ground: British company Hybrid Air Vehicles test-flew its smaller Airlander 10 in 2016, although a model later collapsed in high wind, a deflation that the manufacturer said was a safety feature to minimize potential damage. A Spanish airline is reportedly planning to introduce passenger versions of the Airlander 10 later this decade.)

A Flying Whales diagram showcases a concept airship.

A Hybrid Air Vehicles video documents the Airlander 10’s first flight in 2016.

In an unpublished manuscript, one researcher has suggested the presence of just one cargo airship in the North would rewrite the book on freight possibilities.

Imagine a base in Hay River, currently the NWT’s longstanding cargo hub as the northern end of a Canada-wide rail network and the southern end of the Mackenzie River barging operation.

Goods arrive in Hay River by road, rail, or air – Buffalo Airways uses Hay River as a staging point for a lot of freight heading into the North. In Hay River, you transfer the freight to an airship. That airship can’t travel fast, but it can travel far, meaning it can hit anywhere in the NWT and most of Yukon or Nunavut within 12 hours.

Suddenly there is a reliable freight route from anywhere in Canada to anywhere in the North within a day, if you really need that to happen.

Starting a conversation

At least, that’s the vision airship enthusiasts want you to see.

But this has been going on for at least the past 20 years and still, the next-generation airship industry is working to convince backers.

The latest event promoting the concept took place on Thursday – the Aviation Innovations Conference at a hotel in Mississauga, Ontario. Speakers at this conference? Barry Prentice opened it, Flying Whales presented, and an agenda suggests a virtual presentation was made by Nokleby, the Great Slave MLA, the morning before she lobbied the territorial government in the legislature.

The conference continues on Friday, where presenters will include former Iqaluit mayor Madeleine Redfern.

Similar waves of enthusiasm have reached the NWT in the past. Records show Bob McLeod received a presentation on airships while serving as the territory’s premier in 2016. In 2009, Weledeh MLA Bob Bromley stated that “airship technology has come a long way and is now a viable economic alternative to expensive northern highways.” In 2011, now-defunct northern aviation group Discovery Air said it would buy 45 airships costing more than $40 million each – but changed its mind a year later.

Nokleby, who in February stated airships should be a priority over ice roads as the former industry grows and the latter faces the threat of climate change, brought industry minister Caroline Wawzonek to a recent meeting with airship experts.

Asked by Nokleby during Thursday’s legislature sitting for her thoughts, Wawzonek appeared to search for a tone of encouraging-but-non-committal.

“I don’t know that my thoughts are necessarily the ones that matter the most,” the minister hedged.

“It certainly was an interesting opportunity to learn about all the tremendous possibilities that could exist,” Wawzonek said of the meeting.

“As far as the viability, I think there are probably a number of challenges … but we can’t get anywhere if the conversations don’t start.”

On Friday, back at the Mississauga conference, Prentice will deliver a presentation on airship and cold-weather testing. That, Wawzonek said, is definitely an avenue the NWT is happy to explore.

“If there is going to be some viability testing,” the minister said, “we certainly want to be at the top of that list.”

I've heard this tune before... over and over... for years!

[Guest2]

You never know.  I guess time will bell. 

[Guest2]

Cargo offers ‘consistent’ contribution to Air Canada

31 / 10 / 2022

By Mike Bryant

Photo: Air Canada

In releasing Air Canada’s third-quarter results, the carrier’s president and chief executive, Michael Roussea, pointed to the fact that “Air Canada Cargo is consistently contributing to our results.”

In the third quarter of this year, Air Canada generated C$644m ($472m) in operating income, with a strong operating margin of 12.1%.

 

It was the first quarter since the pandemic began in which it recorded positive operating income.

Plus, the Canadian flag-carrier achieved significant improvements in other areas compared to a year ago.

Operating revenues more than doubled to C$5.3bn (US$3.9bn), on a capacity growth of 130 percent.

More generally, Roussea advised: “Air Canada’s solid third quarter results stem from the ongoing restoration of our extensive network, an improved operational performance, our modern and efficient fleet, as well as leading products and services, and an incredible team of employees,”

The airline is building up and modernising its all-cargo fleet.

In August it announced an order for two factory-built Boeing B777Fs to enter into service in 2024.

The airline introduced one Boeing B767 freighter to its fleet in December 2021 and added a second B767 freighter in April 2022.

In the second quarter of 2022, Air Canada took delivery of two new B767 freighter aircraft, which are expected to enter service in 2023.

The carrier expects to have a fleet of seven B767 dedicated freighters by the end of 2023 and expects to add a further three B767 freighters in 2024 and 2025.

“We stand on a robust foundation and, with our most recent financial results, investments and strategic plan, are confident we have a bright future in connecting Canada and the world,” Rousseau declared.

[Guest2]

DHL report reviews an air cargo sector in flux

31 / 10 / 2022

By Mike Bryant

DHL B777. Source: DHL Express

DHL Global Forwarding’s latest Airfreight State of the Industry report, covering this past month (October) has illuminated the vagaries of what is currently a very unstable air cargo market.

The report found airfreight volumes as a whole remain somewhat suppressed, with demand continuing to remain low on most trade lanes, although transatlantic volumes are comparatively strong.

 

In fact, global demand has softened since April this year and this year’s peak season is expected to see less of a surge than last year.

Reduced purchasing power caused by economic lows will not help the sector, found the report, which uses data from sources including the International Monetary Fund (IMF), the International Air Transport Association (IATA), Seabury, WorldACD, IHS Markit Group and DGF Desk Research.

Lower sales and high inventory levels caused by reduced export orders will also not offer the industry any succour, nor will high inflation rates around the world that are causing uncertainty now and are likely to remain in force into 2023.

The ongoing war in Ukraine is of course having an impact on the airfreight sector, both in terms of cargo movements and capacity.

The report also pointed to a trend of air shipments being converted into ocean freight, with shippers likely to shift away from air cargo as ocean-going vessel schedule reliability continues to improve.

Overall airfreight capacity was up by 18% in October compared to the same month of 2021, with month-on-month increases continuing (although global airfreight capacity in October was down 5% compared to the same month of 2019).

The report described the greater capacity being made available as “encouraging”, but also pointed out that high jet fuel prices remain a challenge, with there having been only small signs of late of fuel prices softening.

With increasing capacity but sluggish demand for airfreight, it is no surprise that the cargo load factor is falling. Indeed, the industry-wide cargo load factor fell by 8% year-on-year in August.

Freight rates are suffering on most lanes, meanwhile. In August this year, average global rates were 6% higher than in the same month of 2021, but month-on-month declines are continuing.

DHL expects to see an aggressive spot market in operation, with fuel surcharges also likely to fluctuate as jet fuel prices rise.

For the rest of this year and into 2023, DHL is predicting further Covid outbreaks potentially impacting air cargo operations, with the sector also hit by airport backlogs caused by staff shortages.

Improving passenger service demand will create greater bellyhold cargo capacity, but demand for that capacity is likely to remain subdued, not least because of high inflation, soaring energy prices and low GDP growth around the world.

Blip on the screen of DHL’s Logistics Trend Radar

Meanwhile, DHL has also revealed the sixth edition of its Logistics Trend Radar market analysis. Logistics Trend Radar is produced every two years.

In the latest report, the express services giant brought together 40 trends that it says will shape the future of the global logistics community. Of these, it pointed to decarbonisation, robotics, Big Data, supply chain diversification and alternative energy sources as likely to have the biggest impact on transforming logistics.

“The events [of] the last two years have shown us the importance of having robust supply chains and logistics,” advised Katja Busch, chief commercial officer for DHL and head of DHL Customer Solutions and Innovation.

“We are therefore seeing businesses transform logistics from a quiet, back-end operation to a strategic asset and value driver.”

“The DHL Logistics Trend Radar is used like the North Star to navigate the future by our customers, partners, and colleagues and has now been in existence for nearly 10 years,” added Klaus Dohrmann, vice president head of innovation Europe at DHL Customer Solutions and Innovation.

“In this year’s edition, we introduced new trends that became more relevant to the logistics industry like Computer Vision, Interactive AI, Smart Labels and DEIB (Diversity, Equity, Inclusion & Belonging).

“Sustainability is definitely still a top-of-mind topic for our customers today but ensuring resilience in the supply chain is taking center stage in the transformation of logistics,” Dohrmann continued.

“The supply chain status quo narrative of efficiency and operational excellence is now being complemented by an understanding that the supply chain is an essential driver of tangible value creation,” he concluded.  https://www.aircargonews.net/freight-forwarder/dhl-report-reviews-an-air-cargo-sector-in-flux/

[Guest2]

Cargojet Reports Overall Strong Q3 Performance

31 October 2022Canadian Aviation News

 

MISSISSAUGA, ON, Oct. 31, 2022 /CNW/ – Cargojet Inc. (“Cargojet” or the “Corporation”) (TSX: CJT) announced today financial results for the third quarter ended September 30, 2022.

Total Revenues for the quarter were $232.7 million compared to third quarter 2021 Revenues of $189.5 million. Gross Margin for the quarter was $57.6 million compared to third quarter 2021 Gross Margin of $54.0 million. Adjusted EBITDA⁽¹⁾ for the quarter was $82.1 million compared to the third quarter 2021 Adjusted EBITDA⁽¹⁾ $70.9 million. Net income for the quarter was $83.4 million (net loss of $1.9 million excluding warrant valuation gain) compared to net loss of $12.9 million in 2021 (net income of $23.9 million excluding warrant valuation loss).

Total revenue growth of 22.8% (15.5% excluding fuel) for the quarter compared to prior year reflected a strong contribution from the Domestic network, up 21.2% and ACMI, up 47.0% compared to same quarter last year.

Adjusted Free Cash Flow⁽¹⁾ was $47.9 million for the three-month period ended September 30, 2022 compared to $51.1 million for the same period in 2021.

“Over the past several years, Cargojet has evolved its business model that is increasingly based on strategic partnerships rather than transactional relationships with its customers. By aligning our long-term commercial interests, we expect greater endurance of volumes with our strategic customers even if global volumes soften during a recessionary period,” said Dr. Ajay Virmani, President and CEO.

“The continued global increase in e-commerce demand has produced strong growth in our Domestic and ACMI business segments during the Quarter. We continue to monitor various macro risks including a potential recession, which may have impact on consumer spending. As such, Cargojet continues to carefully manage its strategy to match the capacity required with actual customer demand,” further noted Dr. Virmani.

“Our team once again rose to the challenge of delivering another strong quarter with 99.7% on-time performance. I am incredibly proud and grateful to the entire Cargojet team for continuing to deliver excellence while delivering strong revenue growth,” concluded Dr. Virmani.

All references to “$” in this press release are to Canadian dollars.

About Cargojet

[Guest2]

Crowdshipping: Canadian company pays air travellers to transport cargo in luggage

 

• Melissa Lopez-Martinez
• CTVNews.ca Writer
• Follow | Contact

Published Oct. 31, 2022 10:37 a.m. MDT

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Air travellers who pack lightly can potentially have their flight ticket covered by delivering packages to international destinations.

"Fly and Fetch" is a start-up company based in Edmonton looking to decrease the price of international shipping by using air travellers as couriers.

In an interview with CTV's Your Morning on Monday, founder Shelvie Fernan said she often sends her packages home to the Philippines by giving them to friends and neighbours already travelling there since international shipping fees can get costly.

"I'm an immigrant from the Philippines and we usually just look for friends and family to bring packages for us back home and back here," Fernan said. "I just thought 'why doesn't this exist?' We've been doing this for decades and it works all the time."

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She says international shipping fees can range from $200-$300 per kg, however her company charges $50 per kg for senders, while carriers will be compensated between 50 to 100 per cent of their flight ticket.

PROS AND CONS

The business model of "crowdshipping," where drivers or travellers make a pitstop during a trip they're already taking, isn't new and has already taken off with such U.S.-based companies as Airmule and Pigeon Ship. A study from the University of Calabria found that crowdshipping can be cost-effective and also help decrease environmental impacts by avoiding the use of additional resources to send a parcel.

However, Fernan says they are aware of senders' and couriers' concerns about Canadian Border Services and the protocols each traveller needs to follow for a smooth delivery.

"We follow all customs protocols and we pay the fees and if ever they're asked, we know what's inside their luggage. We know how much everything costs so we have an idea of what they're going to expect when they're in customs," she said.

Senders must leave their packages unsealed so the traveller can inspect it and package it themselves so they're aware of the contents. In any instance, Fernan says couriers can also decline a package they don't feel comfortable travelling with.

Among the most common items, Fernan says customers often send clothing, jewelry, sealed food and even medicine, with a prescription if needed.  

[Falken]

CJT up $2.79 @ close today.

[Guest2]

WestJet Cargo selects SmartKargo as it prepares for all-cargo launch

02 / 11 / 2022

By Damian Brett

Source: WestJet

WestJet Cargo has signed up to use the SmartKargo cargo management platform as it prepares to ramp up operations with the addition of its first freighters.

The SmartKargo platform is cloud-based and links with the carrier’s existing systems through API connections. It offers business intelligence, real-time information and machine learning.

 

The move comes as the carrier has  four B737-800 converted freighters ready to start operations on intra-Canada services.

The start date of operations will be announced “very soon”, the carrier said.

“The innovative SmartKargo platform empowers us to develop a very reliable and flexible air cargo business,” Kirstin de Bruijn, WestJet, executive vice president, cargo.

“As we enter a pivotal new chapter for WestJet Cargo, SmartKargo’s cutting-edge cloud platform will propel WestJet Cargo forward by providing a complete solution that includes innovative technology and expertise that will assist us in growing our business to its full potential.”

SmartKargo’s Olivier Houri added: “We are delighted to work with the team at WestJet Cargo to enable their vision for launching a state-of-the-art air cargo business.

“We congratulate them on the successful launch and look forward to working together with them to realise their goals for the business.”

[Guest2]

Edmonton – More planes. More cargo.

3 November 2022Canadian Aviation News

NOVEMBER 02, 2022 | BLOG, GENERAL

YEG completes 47,000 square meter expansion to cargo apron.

Construction on the new 47,000 m² cargo apron expansion at Edmonton International Airport (YEG) finished at the end of September. The expanded cargo area is equivalent to five-and-a-half CFL football fields and can hold six more widebody aircraft, such as four 747s or six 767s.

In 2021, YEG received an $18M grant from the Government of Canada under the National Trades Corridor Fund to support a $36M total expansion of cargo operations. The airport contributed the other 50 per cent of the required funding.

Next on the list is installing a new hydrant fueling system that will tie into Shell Aviation’s two new, two-million litre fuel tanks. Having the hydrant fueling system right on the cargo apron will eliminate the need for tanker trucks to move fuel to aircraft, making operations safer, more efficient and better for the environment.

YEG uses sustainable concrete and recycled materials on cargo apron

With concrete being seven per cent of global emissions today, YEG makes it a top priority to reduce carbon emissions on projects at the airport. The expanded cargo apron was constructed using sustainable concrete with CarbonCure technology in the production process. This technology injects a precise dosage of captured carbon dioxide into the concrete during mixing. When the carbon dioxide reacts with the cement, it mineralizes and becomes permanently stored in the concrete. Essentially, it converts carbon dioxide into stone.

YEG also recycled materials on the cargo apron project, including:

• saving asphalt from the existing service road and stockpiling it for future road rehabilitation
• using subbase and granular base from previous projects and reusing it in the pavement granular
• saving excavated clay from the construction site and stockpiling it for future fill on other projects

Cargo demand increases at Edmonton International Airport

For the past two years, YEG saw a surge in activity from dedicated cargo operators looking for a freighter-friendly airport providing a high standard of uninterrupted service. In 2021, cargo moving through YEG set records with an almost 13 per cent increase over the pre-pandemic baseline. The increase in cargo tonnage is remarkable because passenger flights and associated belly-cargo capacity was still reduced from pre-pandemic levels. For the first half of 2022, cargo volumes have grown 20 per cent compared to the previous year, and the trajectory continues upward for the future.

Why is Edmonton International Airport an important cargo hub?

By circumpolar routes, YEG is Canada’s closest major airport to many parts of Asia. For example, the Edmonton to Beijing flight path is the shortest of any major city in North America. Also, there is only about nine minutes difference in flight time from Edmonton to Hong Kong or Shanghai compared to Vancouver. When utilizing the earth’s curvature to improve supply chain efficiencies, YEG is a strategic location to access Europe, the Middle East and Africa. It has become a significant entry point into North America or Latin America. Edmonton’s proximity and connectivity to countries around the world provide a natural advantage and facilitate opportunities for more travel, trade and strategic partnerships.

YEG is Canada’s largest airport by land mass at over 7,000 acres, with uninhibited room to grow cargo-focused infrastructure well into the future.

Learn more about cargo at Edmonton International Airport.