DLSLC From United States of America, joined Jan 2005, 86 posts, RR: 1 Posted (4 years 4 hours ago) and read 2750 times:
I'm sure all you people that love to get angry at others for posting irrelevent posts will make your way on here, but it's okay.
So I was just wondering why ANC is such a large cargo hub for UPS/FedEx and many other cargo airlines froun around the world. I understand it is probably a great place to meet in the middle between US and Asia possibly, but is it really that big of a difference in miles between lets say HKG and SEA versus HKG and ANC?
Maybe that doesn't make sense, but I'm just wondering why many of the carriers dont go directly from Asia-Mainland US or vis versa, instead stopping up in ANC.
Tb727 From United States of America, joined Jun 2005, 1375 posts, RR: 4 Reply 1, posted (4 years 4 hours ago) and read 2701 times:
They do it to carry more freight. Most freight carriers charge by weight of the freight, the more weight, the more money you can make. Most freight haulers base their business on high volumes of freight at low yields. They don't make a ton of money but the planes are going to be full.
Kalitta Air for example actually stops in Khabarovsk, Russia out of HKG on the 747 classics prior to going to ANC. No legs are more than 2500 miles from HKG to ORD allowing a lot of freight to be carried.
Tdscanuck From Canada, joined Jan 2006, 12709 posts, RR: 80 Reply 2, posted (4 years 3 hours ago) and read 2679 times:
Quoting DLSLC (Thread starter): I understand it is probably a great place to meet in the middle between US and Asia possibly, but is it really that big of a difference in miles between lets say HKG and SEA versus HKG and ANC?
It's about 1500 miles more to go to SEA. The fuel to go that extra distance is all cargo weight that you can't carry. The maximum money for a freighter is, generally, to load it up to MZFW, then load enough fuel to get to a convenient midpoint. ANC happens to be right in the sweet spot for that midpoint for the northern Pacific Rim.
Luvaulter From United States of America, joined May 2006, 44 posts, RR: 0 Reply 4, posted (4 years 2 hours ago) and read 2523 times:
Also the NOPAC routes (fixed airways) run anc to Japan. It's real easy to make that the start/stop point seeing as it is on the end of the track. Using SEA you have to fight the passenger traffic on the PACOTS (flex tracks that published daily ones one set eastbound and on one set westbound). And the fact that its more distance and more distance equals more fuel
BMI727 From United States of America, joined Feb 2009, 14352 posts, RR: 26 Reply 8, posted (3 years 12 months 4 days 18 hours ago) and read 2222 times:
It is a convenient fuel stop for freighters going to Asia and, though it may not seem like it, ANC is centrally located. I read that something like 90% of the world's population is within 9 hours flying time of ANC or something like that.
Why do Aerospace Engineering students have to turn things in on time?
PanHAM From Germany, joined May 2005, 7771 posts, RR: 26 Reply 9, posted (3 years 12 months 4 days 18 hours ago) and read 2205 times:
It is more than that. It is a great hub to sort freight from all points in the US to all points in the far east.
FX and UPS can schedule freighters from their east coast, midwest and west coast hubs to ANC with flights continuing to all hub destinations in the FE and shuffle the pre-loaded pallets at ANC from one flight to another.
A flight originating from EWR going to TPE also has pallets for NRT HKG BEJ or whatever on board. These are re-loaded at ANC to the flights going to these destinations, the empty positions of the EWR flights are filled up with pallets coming in from MEM IND OAK, just to give some example.
I don't know the FX or UPS operations there, but they could even sort loose cargo that wwy, or break down, sort and re-load pallets.
Quoting Tb727 (Reply 1): Kalitta Air for example actually stops in Khabarovsk, Russia out of HKG on the 747 classics prior to going to ANC. No legs are more than 2500 miles from HKG to ORD allowing a lot of freight to be carried.
thes old critters could not carry the max payload going N/S, thats why they have to stop at KHH on the west bound flights
Ramprat74 From United States of America, joined Dec 2003, 1457 posts, RR: 2 Reply 11, posted (3 years 12 months 4 days 9 hours ago) and read 1942 times:
Quoting AA737-823 (Reply 6): And here's something most people don't know:
We have VERY CHEAP FUEL.
We're talking CHEAP.
At one point, the cargo carrier I worked for here at ANC told me that out of their entire worldwide system, we had the cheapest fuel.
That makes a difference.
The fuel in PDX must be cheaper though. We (United) have the Air China Cargo maintenance contract here in PDX. When Mt. Redoubt volcano erupted, China Air Cargo flew their Planes straight to PDX. Then they decided to use PDX as a transfer point rather then ANC because they said the fuel was cheaper here then in ANC.
PanHAM From Germany, joined May 2005, 7771 posts, RR: 26 Reply 14, posted (3 years 12 months 3 days 22 hours ago) and read 1677 times:
Quoting Viscount724 (Reply 10): . A waiver from the usual U.S. customs rules that permit cargo to be trans-shipped between international and domestic flights without clearing customs until arrival at the final destinations.
That happens in a bonded area. The flight coming in from the FE conttinuing to a UPS or FX hub in mainland US is still a part of an international flight. As mentioned before, I do not know the ops there, but with today's ID systems, the contiinuating flight must not even be sterile., I don't see any harm if a domestic palett is loaded together with international paletts on such flight. Each and every shipment is clearly IDd by the awb number, customs has full access to that information in the carriers systems. Besides, there is a system of pre-clearance where goods are already released while in transit.
As an example, freight arriving from third countries at the main UPS sorting hub CGN ride with domestc EU shipments even in the same ULD to the final destination.