WEEKLY NEWS REINVENTING CHARTER AVIATION


BY Edward HARDY


AMID fleet availability shifts to erratic leasing cycles, operators and service providers within the broker and charter sector are rethinking traditional structures,


focusing on building flexible


models that emphasise responsiveness and real-time intelligence. “The industry is evolving so fast at the moment that it’s a


02


challenge to stay on top of the changes occurring, especially in the current geopolitical environment we’re in,” Pierre Vander Stichele, managing director and associate partner at Avico, said. “All of the above—geopolitical, regulatory and economic—are risks we have to constantly prepare for.”


Avico’s adaptability extends to its technological The company has integrated multiple


tools to


initiatives. enhance the


effectiveness of its teams while maintaining a human touch with clients. “We have multiple tools to enhance the effectiveness of our teams and are always on the lookout for tools that will simplify our work, provided we keep a human-to-human touch with clients,” Vander Stichele emphasised. This balance between technology and personal


interaction is


evident in Avico’s participation in digital platforms, where it lists freighter capacity for air charter customers and freight forwarders to purchase and trade. “We are aiming to optimise the capacity we are chartering and create value on otherwise empty legs on behalf of our customers across the airfreight community,” Sébastien


Preparing for the future Looking ahead, Avico believes that flexibility and readiness to adapt to market fluctuations are key competencies for aviation businesses. “Flexibility and being ready to adapt to market fluctuations,” he advised. Avico’s model, which emphasises close relationships with suppliers and customers, positions it to tailor support effectively. “We stay close to our suppliers and customers. It’s only our closeness with them that allows us to tailor support,” he explained. In an industry where customer service has declined significantly,


Avico is taking the opposite approach by improving service levels and providing close support to clients. “Our standards are measured, and we share our experiences and client expectations,” Vander Stichele stated. “At Avico, we are very creative and encourage all employees to come up with suggestions.”


Did You Know ? HOW AIRCRAFT HANDLE THE COLD BY Michael SALES


MOST of the challenges in operating in very low temperatures are at the airport, but the aircraft and crews themselves are also faced with a set of special conditions. In very cold weather, an aircraft’s external parts may not move as easily, and the plane’s fluids may become more viscous, or thicker, or can even freeze, both of which will increase friction. Any moving parts are typically lubricated to reduce friction associated with


the motion and to prevent and


reduce wear. This includes the wheels, the retractable landing gear housing the wheels, and moving flaps and rudders. These parts are generally treated for


routinely extreme conditions with a dry lubricant. However, if ice forms


between any of these moving surfaces, for example between the wing and wing flaps or the brake rotor and wheel axles, then they may not be able to move. If ice is too thick, the pilot may not be able to manoeuvre the aircraft and the tyres could seize on the runway. For the jet engine itself, change


extreme in temperature, Because of this


very cold at start-up to its hot operating temperature.


sudden


stress, the engine’s turbine may be unable to rotate, beyond possibly causing premature damage and wear on the rotating bearings. More torque may be needed to rotate the turbine initially when being started with the batteries and other portable charging systems supplying the power. Batteries do not work well in cold weather because


they may not have


sufficient current to get their electric motor to turn the turbines and ignite the fuel air mixture. Whilst fuel gelling and oil thickening present a potential problem, they are usually prevented by systems such as fuel heaters and operational techniques,


including descending to a


there is an from


lower, warmer altitude. Another key concern is water vapour


getting into the fuel system, where it might freeze and plug the fuel lines. There is no specific low temperature that prevents flight, and the temperature at 30,000 feet is −44 °C, becoming lower at higher altitudes. Jet A-1 fuel freezes around −44 °C, but the friction on the wings, where fuel tanks are installed, helps to heat the fuel. So,


ground where extreme cold has the greatest impact on flight operations.


ACW 05 JANUARY 2026 www.aircargoweek.com


Drieu, cargo director at Avico, added.


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