The article had some great information. Great to see an American company with strong growth moving forward. Do we know what the long term effects of Amazon is having on the 767 second hand market? The article states that Amazon is going to need "more planes". Does that mean more than what they currently have? Or does it mean more than 40?
Amazon tightened up the secondhand 767-300 market somewhat when the announcement came. However, both Atlas (Titan) and ATSG (CAM) have already sourced all the aircraft they need to fill the requirement, along with the necessary slots. CAM is sticking with IAI/Bedek for the remaining 5 Amazon frames, and actually has numerous additional slots and sourced aircraft for other customers. Titan is using a mixture of slots at IAI/Bedek and additional BCF slots made available to it. The CAM aircraft will all be delivered by mid-2017. The Atlas ones (other than the one they have flying) should start coming out of conversion in mid-2017, although a poster on here insists it's sooner. Regardless, they will be delivered through Y/E 2018.
So there's no real current pressure on the market. That said, if Amazon wants to add more planes (the rumor is 20 more), it has enough lead time to think about new for the far end of the range, and should be in the middle of a pretty-good buyers market as more 767s come out of service as the 787s and other aircraft replace them in passenger service.
I think the big issue for them right now is the reliability of the pilot part of the equation, given that Local 1224, IBT Airline Division, represents ABX, Kalitta and Atlas, and has been willing to go the absolute ends of legality to screw up Amazon's business in terms of job action, and is willing to do the same in PR and say that Amazon might not be able to deliver for Christmas because their pilots are too tired. That's something that has to give any corporate customer pause. Their activity had minimal effect on actual operations, but if dependability is the issue, using 1224 carriers might be something they are rethinking. The head of Northern Air Cargo is apparently a friend of Bezos, but his tiny airline is also IBT, albeit a different local, and probably doesn't have the tribal knowledge and management depth, at least in the short term, to handle more than a few aircraft. And other than ATI, there really isn't anyone else. Jim Neff certainly has the resume, but his current operation (Western Global) isn't really in a position to step up to a 7-days-a-week track charter of 20 planes, and it will be unionized soon enough if it were to pull something like that off.
The article in question totally misses the point that Prime Air is set up primarily to do 2-day delivery; the other carriers are optimized (at least as regards their nighttime flights discussed in the article) for overnight delivery. So the outbound flights at the ILN cross-dock operation can leave in the middle of the day with stuff that isn't going to be delivered that day. Yeah, maybe the ONT-ABE leg arrives early enough to do same day if it's given to Lasership, but it isn't early enough to run through Avenel and get to the USPS before the that-day delivery cutoff. So there's a fundamental misunderstanding of the operation that wouldn't exist if they had read this whole thread.