IATA

IATA forecast suggests weak airfreight demand will continue without peak-season rebound

Business is very soft in the air cargo sector and likely to get softer still, but there are signs that demand could spark up in the second half of the year.

La esperanza de una mejora de los envíos en 2023 depende de los niveles de inventario y de las políticas COVID de China

Airlines and logistics companies realize air cargo business will be lower this year. Talk of a 2023 upturn is more based on hope than economic signals.

Air cargo professionals figured business would take off after the summer lull. Turbulent economic conditions and pre-buying have prevented that so far.

The airfreight sector remains chaotic, but a better-than-expected August is spurring optimism for solid results during the busy shipping season.

IATA says airlines can’t succeed on sustainable fuels, 5G interference and lithium battery safety without more government involvement.

The air cargo market has lost some steam from 2021 but is still going strong, according to the airline trade group IATA.

The air cargo market, like other freight sectors, is in a dip. There are mixed signs that air could bounce back sooner than other transport modes.

The International Air Transport Association’s chief economist points to mixed signals for the economy and air cargo activity.

The International Air Transport Association’s U.S. subsidiary next month will have a new president.

Airlines are carrying less cargo because of global economic headwinds, but the slowdown isn’t reflected in shipping rates.

The air cargo market turned negative in March, after a strong February, because of the Ukraine war. Analysts say inflation and lower export orders could signal less shipping activity ahead.

Passenger airlines are limping back to health, but the air cargo sector is on fire.

Peak airport congestion during peak season is undermining air cargo transport.

Social, financial and government pressure has airlines making a big push to decarbonize.

Air cargo is typically unaffordable for most shippers. With ocean rates off the charts, air doesn’t look so bad. If you can find a booking, why wouldn’t you fly?

All-cargo planes carry bulk shipments of lithium batteries under strict regulations. Airlines want to minimize mistakes that can cause a fire during flight.

Air cargo is booming, but the pandemic set back international passenger airlines by seven years or more by several metrics.

The International Air Transport Association reported strong growth for air cargo in August.

Reducing risk from natural disasters, disease and terrorism is an important goal, but doing so shouldn’t paralyze economic activity.

Willie Walsh is the blunt leader of the International Air Transport Association. He admits that airlines mistakenly treated cargo business as an afterthought.

The global airline industry still has a steep climb out of its financial hole. U.S. airlines are doing better, but watch out for the delta variant.

Air cargo throughput is expected to continue its upward trend after a strong first-half showing, IATA said.

The Upside Down is a parallel universe inhabited by the Demogorgon in the Netflix series “Stranger Things.” In the real world, shippers that don’t want to get eaten by ocean carriers are fleeing to air cargo.

International transport rules for dangerous goods could have hindered the vaccine rollout by airlines without swift action by the air cargo sector.

Airfreight markets around the world are facing serious capacity constraints. Trade growth is overwhelming the physical ability of carriers to move goods and it’s reflected in transport prices.

Cargo has been the airline industry’s all-star performer since the pandemic began. Profits are soaring, but it’s not enough to overcome huge losses from the travel side.

Air cargo carriers can barely keep up with demand. International passenger airlines are desperate for more traffic. But the two segments are inextricably linked, for better or worse.

Digital transactions are necessary as air cargo volumes grow, but setting up those IT links can be tedious. The International Air Transport Association has a new tool to make that process much easier.

Air cargo is a good news, bad news story this year. Shipment volumes are at pre-crisis levels. But cargo is joined at the hip with passenger airlines, which are cutting more flights and struggling to survive.

Uncertain vaccine rollouts and mutant COVID-19 strains are messing up airline industry hopes for a second-half recovery this year. At best, traffic will be half that of 2019. But, at least, airlines can count on cargo shipments.

The airfreight sector is nursing itself back to health and should be discharged from intensive care by April. Find out why.

New data shows cargo continued to rebound in October thanks to strong North American market and economic fundamentals. By next year, the air cargo market will be back to 2019 levels, while the passenger sector struggles to survive.

UNICEF is helping less developed countries with supply chain needs associated with distributing coronavirus vaccines.

In the airline world, slots doesn’t mean playing the slot machines in Las Vegas. Slots are how big airports divide up available windows for takeoffs and landings among airlines. Airlines want regulators to cut them some slack on meeting their flight quotas during COVID, but competitors say they want an opportunity to fill the void.

Willie Walsh was one of the most influential airline executives at British Airways’ parent company. Now he takes the reins at the International Air Transport Association.

Logistics companies, apart from the big integrators, may feel like they’re in an information black hole when it comes to preparation for the COVID-19 vaccine. They don’t have clear information from drugmakers and have to collaborate with multiple partners that may be at different states of readiness.

From IATA to TIACA. That’s a lot of alphabet soup for new CEO Glyn Hughes to digest, but by all accounts he’s up to the task.

The airfreight market is gaining strength as trade and e-commerce grow, but the disappearance of most international air travel is hurting airlines. And the situation appears to be worsening with new waves of COVID in Europe and the U.S.

Airlines have cut costs to the bone to survive the COVID pandemic. Shrinking the bone — maintenance, airport fees, labor and aircraft rent — is more difficult.

Michael White has been carrying the flag for air cargo in the U.S. for more than two decades. He will retire at the end of the year.

Airlines are slowly adding flights, but don’t mistake that for market optimism. Bookings are trending down for the winter and airlines are bleeding billions in cash.

The air cargo industry is operating with an anchor tied around its waist: The absence of strong passenger service.

Cargo is no longer the stepchild at passenger airlines. Strong cargo sales have helped keep airlines afloat as revenues plunge during the coronavirus. Will we see airlines start to buy freighters to capitalize on cargo demand?

Voluntary redundancy is the term used when an organization has more jobs than it needs — or can afford. It’s a nice way of letting people go compared to forced layoffs. IATA has offered deals for employees to leave early, and cargo chief Glyn Hughes has accepted.

New medicines and life science products are more valuable and temperature-sensitive than before, requiring special storage and transportation conditions. Will there be enough of this infrastructure to handle a COVID vaccine?

Whether or not President Donald Trump’s optimism about an October surprise comes to fruition, there could be an approved coronavirus vaccine next year. A giant flotilla of all-cargo planes will be deployed to deliver the medicine around the world, but airlines are already short of capacity and there isn’t yet enough refrigerated infrastructure to safely store that much vaccine. Airlines are issuing a call to action.

“Look, Mom, no seats!” That’s Korean Air saying it’s flying a passenger plane with the seats removed because it can make more money putting cargo on the floor.

The viability of the airline industry is at stake because COVID has mostly wiped out passenger travel. The group’s global trade association is pleading with governments to help airlines with rule changes and financial aid.

U.S. passenger travel seems capped at about 70% of last year’s level until there is a coronavirus vaccine. International travel is a dumpster fire — carriers heavily exposed to international markets will take longer to fix their balance sheets.

The air cargo market continued its recovery in July from the depths of the COVID pandemic, but is still far below last year’s results. Demand is expected to shoot up in the next few months because the holidays are coming.

Lufthansa is expanding its network of cold storage facilities for pharmaceutical products. The network meets the highest industry standards.

The International Air Transport Association is preparing to eliminate about 400 jobs as airlines pinch pennies because of the coronavirus pandemic.

Airline industry officials are more pessimistic about a recovery after seeing a decline in consumer confidence and coronavirus surges in some countries. Cargo has more near-term upside, but June volumes were disappointing for carriers.

Glass half empty – cargo business and finances are bad for the airlines. Glass half full – they’re not as bad as they were two months ago.

Winter is a cold period for airlines’ bottom lines. Throw in COVID-19 challenges and airlines face a difficult road to next year. That is why they are knocking on doors for help.

It’s a turbulent period in Europe for the aviation industry. Regional travel is reopening in the EU, but the UK has tightened travel restrictions and airlines are struggling to stay in business without government assistance.

Governments are taking equity stakes in airlines or putting conditions on them for aid. Cathay Pacific, a big passenger-cargo combination carrier, and Austrian Airlines are two of the latest to get a helping hand.

Airlines continue to send out SOS distress signals. The industry’s main trade association says profit margins will drop 20% this year, but the increased reliance on air cargo is helping companies stay alive and keep employees.

Airlines are looking at a multiyear road to parity with 2019, but bookings have given them confidence to start opening up networks closed by the coronavirus.

The airfreight market is a volatile conundrum. Overall, demand is down. But with few planes flying these days and everyone wanting a face mask, good luck finding affordable space for your shipment of auto parts or seafood.

Airlines like Air Canada are raising private capital through various means, while also seeking emergency government assistance.

Airlines are in a no-win situation. They need money now to keep from going under but know that debt payments will make it more difficult to make ends meet in the years to come.

Lufthansa will temporarily become a German-state owned company again with a pending plan to give the airline billions of dollars in emergency aid to withstand the fallout from the coronavirus.

People go to the hospital to get better from coronavirus. Avianca is going to a different emergency room – bankruptcy court., so it can downsize in a safe way . It is a major Latin American carrier with a cargo division that operates its own fleet of freighters.

Lufthansa and IAG Group are taking baby steps toward expanding flight schedules. That should bring in some more revenue, but Lufthansa is looking for a big bailout from the German government to get through the coronavirus crisis.

The airline industry is poised to shrink considerably as revenues evaporate and they are forced to cut costs to the bone.

Cargo planes are in high demand these days because they are the fastest way to get vital medical equipment and supplies to health care workers trying to save the lives of those infected with the coronavirus. But inflexible regulations and bureaucrats can undermine that speed.

Airlines are in survival mode and could permanently rid themselves of older aircraft in effort to help financial recovery.

The global pandemic is forcing airlines into a protective cocoon to survive, but many workers are feeling the effects first-hand.

The International Air Transport Association had sobering news about the financial prospects for airlines this year: a quarter-trillion dollars in lost revenue.

Some countries are making it easier for airlines to adjust operations in response to the coronavirus crisis, but the airfreight community wants greater cooperation from governments.

Advocates for rules exemptions characterize freighters as mission-critical for delivering medical supplies and feeding the public.

Airfreight demand from China is still lower than normal this time of year, but it is finally picking up as the coronavirus scare gradually subsides. The new dynamic is reflected in higher cargo rates.

Airlines are taking it on the chin from the coronavirus. To balance revenues with expenses, airlines are cutting schedules. Lufthansa and United Airlines have taken cost-cutting even further.

The travel and hospitality industries are getting battered by falling demand for their services as the coronavirus spreads. Less economic activity and aircraft capacity hurts shippers too, who can’t sell or ship as many goods.

Airlines are at the mercy of the coronavirus. About the only thing they can do is try to reduce operating costs and preserve cash flow until people are willing to start traveling again.

2020 is shaping up to be a difficult year for the airline industry because of the coronavirus and uncertainty over when demand for China travel will pick up once the outbreak has subsided.

E-commerce is putting pressure on airlines, postal services and customs administrations to move large volumes of letters and packages, while also trying to catch counterfeit goods and ensure security.

Aviation is taking a wait-and-see attitude toward the coronavirus and trying not to think about the last time something like this happened.

The FAA says UPS didn’t comply with hazmat rules for air transport when it didn’t make sure a shipment it received was safe to fly.

The airline plans to take 17 new cargo-friendly widebodies this year but doesn’t know when it will see any new 737 MAXs.

Misdeclared cargo is a big problem for air carriers when it comes to dangerous goods like lithium batteries. Regulators are too complacent when it comes to enforcement, airfreight industry groups claim.

IATA is aligning its dangerous goods rules with international standards.

Airfreight market continues decline; U.S. trade deficit falls to three-year low; LiDAR to get more affordable.

Temperature-sensitive cargo like meat can be exposed to warm air and other environmental conditions during transfers and storage without good logistics management procedures.

The November decline was one of the smallest in 2019.

IATA also said it is critical for governments to communicate with airlines about potential risks.

Sixteen people died in six fatal cargo plane crashes in 2019.

Santa seems likely to leave some coal in the airfreight industry’s stocking this year, but some see 2020 turning to glitter if the industry can get past what is poised to be a difficult Q1.

Peak season is more like a mini-peak this year for air cargo.

Demand could pick up next year, but U.S. elections are one of multiple potential pitfalls delegates at TIACA’s 2019 Executive summit heard this week.

Although air freight prices have been edging upwards, sources suggest the 2019 peak season might be short-lived.

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