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QF744ER
Posts: 431
Joined: Mon Jun 21, 2004 7:59 am

Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Thu Sep 10, 2020 10:00 am

Have seen elsewhere that apparently WGN have purchased a KLM B744 (think it was PH-BFL) no doubt for spares, guessing engines possibly for 497MC or future acquisitions, currently sat in AMS missing a couple of her GE’s.
 
TC957
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Thu Sep 10, 2020 10:11 am

Looks like freighters will be more in demand than ever once a vaccine gets distributed if this article is to be believed
https://www.bbc.co.uk/news/business-54067499
 
ltbewr
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Thu Sep 10, 2020 10:13 am

Here is a CNN article that discusses the massive numbers of cargo aircraft and flights (8000), the special handling, numbers of trained people and logistical nightmare that may be needed to distribute the Covid-19 vaccine. https://www.msn.com/en-us/news/us/8-000 ... d=msedgntp
 
mxaxai
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Thu Sep 10, 2020 12:28 pm

From the original IATA press release:
Just providing a single dose to 7.8 billion people would fill 8,000 747 cargo aircraft. Land transport will help, especially in developed economies with local manufacturing capacity. But vaccines cannot be delivered globally without the significant use air cargo.

https://www.iata.org/en/pressroom/pr/2020-09-09-01/

Assuming one flight per day, the 90 747-8F in service could supply the entire world population with a vaccine within 100 days. I think there won't be a huge problem, though airlines should probably prepare for a short-time increase in cargo demand.

I expect the non-aviation aspects to be much more of an issue:
Facilities: Vaccines must be handled and transported in line with international regulatory requirements, at controlled temperatures and without delay to ensure the quality of the product. While there are still many unknowns (number of doses, temperature sensitivities, manufacturing locations, etc.), it is clear that the scale of activity will be vast, that cold chain facilities will be required and that delivery to every corner of the planet will be needed. Priorities for preparing facilities for this distribution include:

Availability of temperature-controlled facilities and equipment - maximizing the use or re-purposing of existing infrastructure and minimizing temporary builds
Availability of staff trained to handle time- and temperature-sensitive vaccines
Robust monitoring capabilities to ensure the integrity of the vaccines is maintained


After all, there's a certain event coming up soon that will generate lots of mail within the US, and the transportation capacity is definitely the smallest concern.
 
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Polot
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Thu Sep 10, 2020 12:32 pm

mxaxai wrote:
From the original IATA press release:
Just providing a single dose to 7.8 billion people would fill 8,000 747 cargo aircraft. Land transport will help, especially in developed economies with local manufacturing capacity. But vaccines cannot be delivered globally without the significant use air cargo.

https://www.iata.org/en/pressroom/pr/2020-09-09-01/

Assuming one flight per day, the 90 747-8F in service could supply the entire world population with a vaccine within 100 days. I think there won't be a huge problem, though airlines should probably prepare for a short-time increase in cargo demand.

I expect the non-aviation aspects to be much more of an issue:
Facilities: Vaccines must be handled and transported in line with international regulatory requirements, at controlled temperatures and without delay to ensure the quality of the product. While there are still many unknowns (number of doses, temperature sensitivities, manufacturing locations, etc.), it is clear that the scale of activity will be vast, that cold chain facilities will be required and that delivery to every corner of the planet will be needed. Priorities for preparing facilities for this distribution include:

Availability of temperature-controlled facilities and equipment - maximizing the use or re-purposing of existing infrastructure and minimizing temporary builds
Availability of staff trained to handle time- and temperature-sensitive vaccines
Robust monitoring capabilities to ensure the integrity of the vaccines is maintained


After all, there's a certain event coming up soon that will generate lots of mail within the US, and the transportation capacity is definitely the smallest concern.


The rate limited step when it comes to the vaccine will likely be production, not shipment.

The US election won’t really put much stress on the air system- most ballots will be moving within state and transported with ground transportation.
 
FlyingHonu001
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Thu Sep 10, 2020 12:53 pm

mxaxai wrote:
From the original IATA press release:
Just providing a single dose to 7.8 billion people would fill 8,000 747 cargo aircraft. Land transport will help, especially in developed economies with local manufacturing capacity. But vaccines cannot be delivered globally without the significant use air cargo.

https://www.iata.org/en/pressroom/pr/2020-09-09-01/

Assuming one flight per day, the 90 747-8F in service could supply the entire world population with a vaccine within 100 days. I think there won't be a huge problem, though airlines should probably prepare for a short-time increase in cargo demand.





Well...for one thing you really dont need a 747 to distribute these things globally, good luck shipping them to LUA :mrgreen:
 
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cjg225
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Thu Sep 10, 2020 1:14 pm

All these numbers that get thrown around about how many aircraft will be needed to distribute COVID19 vaccines are like those consulting firm questions like, "How many traffic lights are there in the world?" that are supposed to test how you think through an abstract problem. They have next to no relation to reality. It's just taking the total number of doses you think will cover the world and dividing by how many finished goods images fit into certain aircraft cargo compartments. It lacks context in every way, shape, and form.

Large movements of bulk vaccines will not be the problem with COVID19 vaccine (if we even get one anytime soon) manufacturing and distribution. It will be final mile that's the biggest problem, and that's whether it's a 2-8C vaccine or something colder.
Restoring Penn State's transportation heritage...
 
wjcandee
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Thu Sep 10, 2020 5:27 pm

The problem with the vaccine shipping is it seems they are planning to use established private systems to efficiently get it distributed....to LOCAL HEALTH DEPARTMENTS, which proved their ineptitude in the H1N1 thing, because they then sat on a whole bunch of it until they could set up "clinics", which were a mess.

Amerisource Bergen is going to do an amazing job distributing it. These companies do this kind of thing with medicines every day of every week.

The vaccine should be distributed, like everything else is, to Walgreens and Walmart and CVS and private doctors' offices and directly to nursing homes and hospitals, not to health departments. And people who WANT IT should be able to just GO GET IT, rather than this whole "save it for the vulnerable" approach which then slows the onset of herd immunity. They're going to be holding it and holding it and holding it for people who "qualify" for it who are refusing to go get it. With H1N1, people like me who wanted it on Day 1 couldn't get it for MONTHS, and when we finally were allowed to get it, the thing had passed on. They were left with a zillion unused doses
 
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cjg225
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Thu Sep 10, 2020 6:46 pm

wjcandee wrote:
The problem with the vaccine shipping is it seems they are planning to use established private systems to efficiently get it distributed....to LOCAL HEALTH DEPARTMENTS, which proved their ineptitude in the H1N1 thing, because they then sat on a whole bunch of it until they could set up "clinics", which were a mess.

Amerisource Bergen is going to do an amazing job distributing it. These companies do this kind of thing with medicines every day of every week.

The vaccine should be distributed, like everything else is, to Walgreens and Walmart and CVS and private doctors' offices and directly to nursing homes and hospitals, not to health departments. And people who WANT IT should be able to just GO GET IT, rather than this whole "save it for the vulnerable" approach which then slows the onset of herd immunity. They're going to be holding it and holding it and holding it for people who "qualify" for it who are refusing to go get it. With H1N1, people like me who wanted it on Day 1 couldn't get it for MONTHS, and when we finally were allowed to get it, the thing had passed on. They were left with a zillion unused doses

Maybe yes, maybe no. For context, I am a director of regional transportation with one of the largest vaccine manufacturers in the world.

If the vaccine is a 2-8C dosage format, distribution and delivery will be greatly eased. It won't be "easy," but it will be substantially easier than if the dosage format is -20C or colder. There is extremely limited worldwide infrastructure for the transportation and distribution of frozen vaccines in typical frozen, deep frozen, or cryogenic state. What infrastructure there is tends to be based around work-in-process in bulk quantities or extremely small quantities of finished goods.

For aviation specifically, we'd all be much better off with a 2-8C vaccine, but a -20C vaccine wouldn't be a monumental challenge. It won't be pretty, but it'll get done. Between passive overpacks and things like Envirotainer RKN t2s, a fairly significant amount of typical frozen material can be moved around. Infrastructure landside is an issue, as -20C storage at airports is not nearly as plentiful as 2-8C storage, but at least it's reasonably typical. If we creep into deep frozen territory, then we've got issues because that is really a specialized field right now. There's a huge build boom underway within the industry to try to hedge if a vaccine (or vaccines, plural, since we'll probably end up with multiple vaccines approved) needs the frozen transportation/storage infrastructure.

For distribution in the US, as an example, we're in trouble if the vaccine is frozen. Yes, companies like ABC, McKesson, and Cardinal (the Big 3) have the networks to distribute this, but.... not for frozen. There is hardly any demand for frozen distribution, so they don't have the infrastructure for mass distribution of frozen (any level) products. Only a handful of companies have the expertise and infrastructure for this, and it's wildly insufficient for a vaccine that will need hundreds of millions of doses in various regions.

Another thing to keep in mind, though, is there is this weird belief that we'll just snap our fingers and there will be hundreds of millions of doses available. That's just not going to happen. These vaccines will be produced at a significant rate, but you're not going to fill a 748F each day out of any plant. Not even close. Production will be in multiple locations around the world and will use a mix of modes for WIP and FG transportation even before we get to the distribution point. That will significantly aid the load-leveling for transportation.
Restoring Penn State's transportation heritage...
 
wjcandee
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Thu Sep 10, 2020 7:14 pm

CJG: Thanks for the detail. So interesting. I guess this also means that many endpoints won't have the infrastructure to hold the vaccine if it's a deep-freeze, because a home fridge type deal at a rural doctor's office isn't going to keep it cold enough or keep the temp reliably-enough to hold the vaccine.

What I did understand was that the negative economic effects of the pandemic far outweighed whatever money would be "wasted" by starting production now of a vaccine of which approval is uncertain. That's the proper role of government: to put up the money to gain the potential return of improved economy (and taxes) from a virus that is constrained more quickly, rather than waiting for approval to then ramp up manufacturing, and to support the vaccine producers with upfront orders of even the unproven stuff. Would you pay $250 Million now to save hundreds of billions or even a trillion by getting an approved vaccine into circulation a month earlier? Of course you would. So if big batches need to be thrown away of a vaccine that doesn't gain approval, so be it. Not to mention all the lives potentially-saved. But it works, for the government, as a purely-economic play. And by ordering early, then it invokes the infrastructure planning early, and some dry-runs and kink working out all take place -- the kind of thing the private sector in this area is very good at when properly-resourced and motivated.

PS COOL JOB!!!!
 
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cjg225
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Thu Sep 10, 2020 11:16 pm

wjcandee wrote:
CJG: Thanks for the detail. So interesting. I guess this also means that many endpoints won't have the infrastructure to hold the vaccine if it's a deep-freeze, because a home fridge type deal at a rural doctor's office isn't going to keep it cold enough or keep the temp reliably-enough to hold the vaccine.

What I did understand was that the negative economic effects of the pandemic far outweighed whatever money would be "wasted" by starting production now of a vaccine of which approval is uncertain. That's the proper role of government: to put up the money to gain the potential return of improved economy (and taxes) from a virus that is constrained more quickly, rather than waiting for approval to then ramp up manufacturing, and to support the vaccine producers with upfront orders of even the unproven stuff. Would you pay $250 Million now to save hundreds of billions or even a trillion by getting an approved vaccine into circulation a month earlier? Of course you would. So if big batches need to be thrown away of a vaccine that doesn't gain approval, so be it. Not to mention all the lives potentially-saved. But it works, for the government, as a purely-economic play. And by ordering early, then it invokes the infrastructure planning early, and some dry-runs and kink working out all take place -- the kind of thing the private sector in this area is very good at when properly-resourced and motivated.

PS COOL JOB!!!!

Correct. Final-mile to point of administration is far more challenging than bulk movements, as it appears now. At my company we've actually joked it'd be cheaper to pay to transport people to the plants and build a clinic there than it would be to do the final-mile to many points of administration if, in fact, the dosage format of a vaccine turns out to be frozen (especially if it's a deep-frozen/cryo vaccine, which is on the table right now for a few different companies in the COVID19 vaccine race). And it'd be more effective, because you wouldn't expose the vaccine to additional points of failure for the cold chain.

As I understand it, UPS is one of the companies hedging in case an approved vaccine is in a frozen dosage format. They're building what I believe they've called a freezer farm at Worldport. That'd help if they were doing heavy volume of final-mile out of SDF. I'd guess the idea would be that bulk shipments would come into Worldport, take a short ride to one of the myriad UPS Healthcare warehouses on the ring road, do breakbulk there, and then UPS would do pick-pack of saleable units from there so you could be fulfilling orders into even like 1am and still make the very last flights out of Worldport each night.

And, thanks. lol Pharmaceutical transportation is very challenging, but it's pretty rewarding. Never imagined 7.5 years ago that I'd even be working in pharma, let alone still here.
Restoring Penn State's transportation heritage...
 
trex8
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Sun Sep 13, 2020 5:10 pm

Ch aviation reporting that CI not selling 744Fs as previously planned, Behind paywall , so if anyone can give us some insight that would be nice.
https://www.ch-aviation.com/portal/news ... b747-400fs

Previously CI was going to sell 3 744Fs as they start getting their 777Fs,
https://cargofacts.com/allposts/busines ... 747-400fs/

First 777F due by end of this yeat per CEO in another thread

Cargo revenue up by over double since Jan and FTKs 50%
https://www.china-airlines.com/tw/en/Im ... -36921.pdf

Also they flew 3 77Ws (2 usual pax flight numbers ) and 1 A359 out of LAX within almost just 1/2 hour each other, on top of their usual 10 weekly 744F flights!
https://www.youtube.com/watch?v=ZjF4Q4y ... 9_Qr6cmoVQ
 
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aemoreira1981
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Sun Sep 13, 2020 9:31 pm

An ET B789 was flying a cargo-only flight from ZAZ to JFK yesterday evening. That clearly could not be passenger because it was a 3000-series flight number and ZAZ as a cargo destination is basically for Inditex (Zara). The largest passenger plane that ZAZ normally sees is the Airbus A321/A321neo.(W6 or VY). How busy is the ET dedicated freighter operation? They could use some B77W Big Twin freighters after that is certified.
 
QF744ER
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Sat Sep 26, 2020 7:29 am

Hearing that National has pulled a third 744BCF after being stored at MZJ for over 10years!

N729CA has been ferried to SAT.

Ex KA/CX and was originally delivered to SQ as 9V-SMJ.
 
wjcandee
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Sat Sep 26, 2020 5:49 pm

QF744ER wrote:
Hearing that National has pulled a third 744BCF after being stored at MZJ for over 10years!

N729CA has been ferried to SAT.

Ex KA/CX and was originally delivered to SQ as 9V-SMJ.


It would be nice for National if they could actually get one of these into service. It has been just about two months since 756CA went to SAT. That's as long as it took EGAT to c-check an in-service aircraft, 952CA, in TPE.
 
wjcandee
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Sat Sep 26, 2020 7:41 pm

QF744ER wrote:
Hearing that National has pulled a third 744BCF after being stored at MZJ for over 10years!
.


Plainly, National sees the opportunity here. There is still military work to be done that they could be servicing, plus the existing demand apparently exceeds what the other US ACMI cargo carriers can service with aircraft in that size class. Ultimately, they're really stepping into a space that Western Global could/should be filling. To review, WGN has 11 active MD11s, plus 2 at SHV for entry to service, plus 2 active 744 converted freighters, plus one Factory freighter kind-of being readied for service. So that's 16 aircraft. Of that, the 2 747s fly more-or-less reliably, a couple of the MD11s fly reliably, and the rest is a goatrope, with comparatively-frequent air returns and long waits at interim or end-stations where they are broken and the cargo has to be rescued. The MD11 isn't a perfect replacement for the 747 by any means, but not every shipment that isn't optimal for a 767 on a range/payload/size basis needs a 747 either. And the fact that WGN's entire fleet seems to be as busy as it can be reflects that. In other words, they're operating like a carrier whose assets are in demand: if there was not such a demand, for example, they wouldn't have ferried MD11s from CONUS nonstop to ICN for 14 hours when a stop in ANC saves so much fuel (or ferry a 747 nonstop from RSW to ICN the other day for 15.5 hours).

But right now, the aircraft that were brought to SHV months ago to be restored to service are still there, as is 546JN, which went there for a heavy-check on 5/23/20 (four months ago). 415jn was sent to OSC, where it has been since 7/1, 513SN has been in a light check at RSW since 9/11, and 411SN is sitting at LAX for a few days. Out of 13 MD11s, only 11 are active, and out of those, only 7 are functional today.

And that's actually about the best I have seen things in weeks.

The good news, I suppose, is that WGN crews likely have a low-level of complacency, given the frequency of issues that require a return. One did an air-return to Liege the other day, and sat there for days until WGN ran a 744 to OSC and then to Liege, after which the a/c was eventually-repaired. Customers must love this. Do it to the military enough and you end up in the penalty box and your work goes to other carriers -- if they have available aircraft, a problem that National is about to solve.

It appears that only a few aircraft in the fleet (799JN comes to mind) can operate a transatlantic track charter type route with any reliability, and even then I notice that WGN has been keeping another MD11 nearby to swap in when necessary.

Bottom line: good for National that they're taking advantage of the opportunities that WGN and others have left on the table.
 
wjcandee
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Thu Oct 01, 2020 10:53 pm

Looks like EAT has taken over for Western Global on the Covid DHL MIA-BRU-MIA route. Don't know if it's just temporary, but the MD11(s) that WGN was using on the route have moved on. These were two more-reliable ones (581JN and 799JN). 581 moved to Far East service and 799 is at RSW for maintenance.

Current WGN Score as of 2300Z on 10/1/20:

x356KD 747 SHV (maint) since 9/30
344KD 747 in service far east
411SN MD11 in service far east
x412SN RSW since 9/29 maint
x415JN OSC since 7/1 maint
512JN in service far east
513SN in service far east
581JN in service far east
x799JN RSW since 9/30 maint
542KD in service far east
x543JN broken in ANC since 9/27 on a mission from HKG
x545JN SHV since 9/27 maint
x546JN SHV since 5/23 (!!!) maint
and 3 other aircraft that have been being readied for service at SHV: 435KD and 497MC, MD11 and 747 respectively, for about 6 months. I include MD11 804SN because I'm an optimist; it has been in SHV since June 2018.

So 6 of 13 active aircraft operating, 6 of 16 total fleet operating. I don't count the 17th aircraft they own, 630SN, because it has been at OSC for 4.5 years.
 
wjcandee
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Sat Oct 03, 2020 12:42 am

N756CA, a 744BCF which National Airlines brought out of storage and sent to SAT (ST Aero*) on July 27, looks like it's ready for a test flight, so may be going in service soon. Currently, National has two active 744 freighters, N919CA and N952CA, which have been running hard on commercial and military lines since Covid hit. 952CA went through a 2-month-ish heavy check at EGAT in TPE a couple of months ago, and now 919CA has been there a couple of weeks. So they are currently flying just one. 756CA, 702CA, and 729CA, all 744BCFs, have been at SAT since 7/27, 8/19, and 9/25/20, respectively, getting ready to come back into service. Looks like it's taking ST Aero about 2 months per frame. So, within a couple of months, National should have 5 in active service.

Airplane nerd tidbit: National's 744BCFs with a leading "9" in the tail number have GE engines (CF6-80C2B1F) and the ones with a leading "7" in the tail number have Pratts (PW4056).

*the actual current name of the facility is "ST Engineering Aerospace San Antonio", formerly "VT San Antonio Aerospace", formerly "ST San Antonio Aerospace", formerly ST Aero San Antonio. Every time Singapore Technologies rebrands its subsidiaries, the names get longer and more-confusing, which is sort of the opposite of the way it is supposed to work. They initially changed the parent ST Aero name to VT Aerospace in the US, then VT Engineering, and now ST Engineering. In any event, because the facility name is such a mouthful, I still just call it ST Aero.
 
dorn12
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Sat Oct 03, 2020 8:59 pm

wjcandee wrote:
Looks like EAT has taken over for Western Global on the Covid DHL MIA-BRU-MIA route. Don't know if it's just temporary, but the MD11(s) that WGN was using on the route have moved on. These were two more-reliable ones (581JN and 799JN). 581 moved to Far East service and 799 is at RSW for maintenance.

Current WGN Score as of 2300Z on 10/1/20:

x356KD 747 SHV (maint) since 9/30
344KD 747 in service far east
411SN MD11 in service far east
x412SN RSW since 9/29 maint
x415JN OSC since 7/1 maint
512JN in service far east
513SN in service far east
581JN in service far east
x799JN RSW since 9/30 maint
542KD in service far east
x543JN broken in ANC since 9/27 on a mission from HKG
x545JN SHV since 9/27 maint
x546JN SHV since 5/23 (!!!) maint
and 3 other aircraft that have been being readied for service at SHV: 435KD and 497MC, MD11 and 747 respectively, for about 6 months. I include MD11 804SN because I'm an optimist; it has been in SHV since June 2018.

So 6 of 13 active aircraft operating, 6 of 16 total fleet operating. I don't count the 17th aircraft they own, 630SN, because it has been at OSC for 4.5 years.


The DHL contract was only short term, as WGA is about to begin FDX wet leasing.
 
wjcandee
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Sat Oct 03, 2020 9:32 pm

dorn12 wrote:
The DHL contract was only short term, as WGA is about to begin FDX wet leasing.


Thank you for that info. Will the "wet leasing" be for Peak only?
 
wjcandee
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Sat Oct 03, 2020 9:36 pm

Several photos out there now of National Airlines's 747BCF N756CA doing a test flight today from/to SAT. Its livery is a white base with bold blue graphics and a little red stripe. I guess the idea was to get it painted and out the door ricky-tick. It actually looks very, very nice. This one has Pratt engines.
 
wjcandee
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Thu Oct 08, 2020 10:25 pm

And it looks like N756CA may make it out the door today (10/8/20) from SAT, headed to LAX and back in service for National Airlines on military and Asia cargo runs. That will give National 2 working 747s out of its fleet of 5 active (or about to be active) aircraft. N919CA is in C-check in TPE, and N702CA and N729CA, are having restoration-to-service work done at SAT. 702CA should be a couple of weeks behind 756, and 729 about a month after that.

So, in less than 6 weeks, National should have 5 747-400BCFs in service without need for heavy maintenance for about the next 2 years. (N952CA was recently c-checked at TPE, and then 919CA went in to C-check on 9/17.)
 
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sunking737
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Thu Oct 08, 2020 11:22 pm

Should we even talk about Western Global??
"Don't believe it unless its parked on the ramp, or printed in the schedule...SUBJECT TO CHANGE"

I'm a SUNDUCK......Worked for RC & SY @ MSP
 
wjcandee
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Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Fri Oct 09, 2020 12:01 am

sunking737 wrote:
Should we even talk about Western Global??


Well, they have 3 aircraft currently-wet-leased to FedEx now. I'm not sure I get why -- USPS volume maybe? It certainly isn't Amazon (hee-hee). In any event, let's have a cold look at their fleet status as of 10/8/20:

344KD RSW 10/8
356KD OSC 10/2
411SN Flying Asia
412SN RSW 9/29
415JN OSC 7/1
512JN SHV 10/2
513SN Flying Fedex (spare)
581JN Flying Fedex (primary)
799JN Flying Fedex (primary)
542KD SHV 10/3
543JN RSW 10/3
545JN ORD 10/5 -- broken?
546JN SHV 5/23
---
435KD SHV from Desert 5/3
497MC SHV from Desert 4/22
804SN SHV from Desert 6/29/2018

So, the two more-reliable MD11s plus a spare are flying for Fedex, and one MD11 is still working Asia. Everything else is sitting, 12 out of 16 aircraft, either in light checks, heavy checks, or return-to-service checks that have never been completed. Of the 13 active aircraft, 4 working, 1 questionable, 5 in probably-light-checks (although 412 has been in RSW for longer than I would expect), 3 in heavy checks. one of those for more than 3 months and one of those for more than 5 months. And forget about the 3 return-to-service aircraft. SHV is like the Hotel California: you can never leave.

A lot of missed opportunity. Optimist that I am, I'm assuming that all of this is to get ready for Peak, and we will see a miraculous emergence of all 16 aircraft, happily plying the skies later this month through January, and their performance will be so good that everybody wants to hire them and they will stay busy, busy, busy into the foreseeable future. Like SkyLease and National.
 
factsonly
Posts: 2981
Joined: Mon Aug 06, 2012 3:08 pm

Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Fri Oct 09, 2020 8:28 pm

Oct. 9, 2020: Interesting Xiamen Airlines B788 CARGO service from China to Argentina:

- XMN 01.00 - 06.10 AMS 07.40 - BUE 16.40 MF8001 B788 B-2763:

https://www.flightradar24.com/CXA8001/25ba79a6
 
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hackerf15e
Posts: 2
Joined: Sun Aug 12, 2007 8:01 pm

Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Wed Oct 14, 2020 1:14 am

wjcandee wrote:
sunking737 wrote:
Should we even talk about Western Global??


Well, they have 3 aircraft currently-wet-leased to FedEx now. I'm not sure I get why

FedEx staffs to handle non-peak season volume, and every fall/winter wet leases to handle peak season. This is the first time I've seen WGA in Memphis; normally it is Atlas and Kalitta 74s, but they're pedaling as fast as they can with their own business.
 
HPRamper
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Joined: Sat May 14, 2005 4:22 am

Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Wed Oct 14, 2020 10:21 am

wjcandee wrote:
sunking737 wrote:
Should we even talk about Western Global??




344KD RSW 10/8
356KD OSC 10/2
411SN Flying Asia reserved for FX peak
412SN RSW 9/29
415JN OSC 7/1 reserved for FX peak
512JN SHV 10/2
513SN Flying Fedex looks like mainly MEM-ONT-MEM RUNS
581JN Flying Fedex MEM-HNL-ONT-MEM runs
799JN Flying Fedex MEM-ONT-MEM-LAX-MEM runs
542KD SHV 10/3 reserved for FX peak
543JN RSW 10/3 reserved for FX peak
545JN ORD 10/5 -- broken?
546JN SHV 5/23 reserved for FX peak
---
435KD SHV from Desert 5/3
497MC SHV from Desert 4/22
804SN SHV from Desert 6/29/2018



Added in the peak reservations....really hoping not to see those birds.

And yes the active Western Global leases right now are running USPS volume. Interesting to note those MEM-ONT/LAX and MEM-HNL postal runs are traditionally peak-only (and flown by Kalitta or Atlas) but here we are in October and they are already running. Speaks to the state of the online marketplace.
 
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UPlog
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Joined: Sat Jan 27, 2018 5:45 am

Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Tue Oct 27, 2020 4:38 am

Saw Atlas pulled another 744BDCF N472MC out of the desert last week.
I fly your boxes
 
wjcandee
Posts: 9067
Joined: Mon Jun 05, 2000 12:50 am

Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Tue Oct 27, 2020 5:57 am

HPRamper wrote:
wjcandee wrote:
sunking737 wrote:
Should we even talk about Western Global??




344KD flying (mostly asia)
356KD currently broken at ANC (after a quick air return 12 hours ago) but had been flying Asia pretty-reliably
411SN Flying Asia (currently sitting at ANC for 16 hours with a load from PVG, though) reserved for FX peak
412SN Flying Asia
415JN OSC 7/1 reserved for FX peak
512JN Flying
513SN Flying Fedex looks like mainly MEM-ONT-MEM RUNS
581JN Flying Fedex MEM-HNL-ONT-MEM runs
799JN Flying Fedex MEM-ONT-MEM-LAX-MEM runs
542KD Flying, reserved for FX peak
543JN Flying (on military today) reserved for FX peak
545JN Flying
546JN SHV 5/23 reserved for FX peak
---
435KD SHV from Desert 5/3
497MC SHV from Desert 4/22
804SN SHV from Desert 6/29/2018



Added in the peak reservations....really hoping not to see those birds.

And yes the active Western Global leases right now are running USPS volume. Interesting to note those MEM-ONT/LAX and MEM-HNL postal runs are traditionally peak-only (and flown by Kalitta or Atlas) but here we are in October and they are already running. Speaks to the state of the online marketplace.


HP Ramper -- thanks for taking the time to identify the WGN MD11s that will try to fly for Fedex during Peak. SO INTERESTING.

I have tried to update my post above to reflect which ones are still in maintenance and which ones are back working. Looks like they gave most of them a light check in the course of a week or so, then back into service (and fixed some that were just broken).

Currently, of 13 active total 747s and MD11s, 2 apparently broke in ANC today, 2 are still in heavy maintenance, and the other 9 are flying.

What is MOST INTERESTING in your post is that 415JN and 546JN, which have been at OSC and SHV, respectively, for over 4 months, are actually planned to be back in service by Peak. I was a little disheartened recently to see that some Big Gun from WGN was speaking at some conference and, in describing the WGN fleet, the conference said that WGN had 14 MD11s, but that 4 were not operational. I was surprised by two things about that statement. First, I feared that given how long 415 and 546 had been in "maintenance" (4-5 months), the classification as non-operational meant that they might not be coming back, so it was nice to see that they will -- or that they will try to bring them back, anyway.

Second surprise was that they necessarily counted among the "14" not only 435KD (pulled from the desert but sitting at SHV for over 5.5 months) and 804SN (sitting at SHV for TWO YEARS and 4 months), but that they amazingly counted N630SN, which has been at OSC since March 2016 -- 4 years and 7 months -- which I thought must have been abandoned. But nope, they counted them all as part of their fleet.

Really, they have 11 MD11s that I would call "active", of which two have not operated due to heavy maintenance, so really 9 currently, less whatever breaks on a given day. It's a total mystery what they are planning to do with the one that's been sitting for 5.5 months, the one that's been sitting for almost 2.5 years, and the one that's been sitting for 4.5 years. 14? Yeah right. My suspicion is that they don't have the capital to get those going, or they would have been running while the running is good and profitable. I know OSC (Kalitta) is busy, and they like Kalitta and can't do all this work themselves, but if they were really eager and had the money they could have sent them to SAT or even TPE to be made operational. They have used, for example, SAT (VT Engineering) in the past, and those guys have had availability, as has EGAT in TPE. Both have done good, timely work for National recently, and other MROs have availability as well.
 
QF744ER
Posts: 431
Joined: Mon Jun 21, 2004 7:59 am

Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Tue Oct 27, 2020 11:18 am

UPlog wrote:
Saw Atlas pulled another 744BDCF N472MC out of the desert last week.


Looks like she’s been ferried to TPE for a heavy check with EGAT (Evergreen Aviation Technologies Corp) prior return to service.
 
wjcandee
Posts: 9067
Joined: Mon Jun 05, 2000 12:50 am

Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Tue Oct 27, 2020 4:26 pm

QF744ER wrote:
UPlog wrote:
Saw Atlas pulled another 744BDCF N472MC out of the desert last week.


Looks like she’s been ferried to TPE for a heavy check with EGAT (Evergreen Aviation Technologies Corp) prior return to service.


Yep. Great place to do it. National had/is-having two C-checks done there. There are of course some excellent vendors in the US who aren't that busy and could do it as well.
 
wjcandee
Posts: 9067
Joined: Mon Jun 05, 2000 12:50 am

Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Tue Oct 27, 2020 4:30 pm

So I was just recently told by HP Ramper that Western Global's MD11 N415JN will be used by FedEx during Peak (meaning a total of 8 Western Global aircraft to be operated for FedEx). This was great to know, because it answered the question of whether it would ever emerge from what appeared to be a long heavy check at OSC (almost 4 months).

Having just posted about it yesterday, looks like she's scheduled for a post-maintenance test flight today. Awesome. Maybe she'll be one of the more-reliable ones now for WGN.

Meanwhile, N356KD, one of their two 744s, is still in ANC following a problem with nose gear retraction on departure yesterday, causing a fuel dump and air return. Been on the ground about 24 hours as of 10/27/20.
 
FlyingHonu001
Posts: 194
Joined: Thu Jan 30, 2020 2:33 pm

Re: COVID-19 Cargo Discussion Thread (Cargo Operators and Passenger Airlines Operating Cargo Only Flights)

Wed Oct 28, 2020 5:31 pm

Despite the early retirement of their 74M's, Cargo in Cabin service AMS - PVG - AMS KL895/896 continues for the time being with 77W aircraft
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