WEEKLY NEWS


INSIDE CHAPMAN FREEBORN’S EMERGENCY AIRLIFT FOR HURRICANE MELISSA


BY Anastasiya SIMSEK


AS Hurricane Melissa battered Jamaica, Chapman Freeborn was already in motion—mobilising a diverse fleet, coordinating with operators, and balancing civil, humanitarian, and commercial airlift needs. Their response offers an inside look at how private aviation brokers are evolving to meet the logistical,


regulatory, and operational demands of climate-driven


disaster scenarios. “We took a proactive approach,” said Aniko Mersek, Senior Vice


President – Sales. “As soon as we learned about Hurricane Melissa, we reminded our clients of our capabilities, assessed the market, and shared airport openings and NOTAMs. That preparation enabled our clients to make informed decisions—allowing them to be among the first on the ground or safely out of harm’s way.”


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Real-time airlift from fragmented ground Chapman Freeborn’s 24/7 operations team, based in the UK and supported by project personnel in Miami, played a central role in coordinating the deployment across multiple client sectors: government, defence, humanitarian, and commercial. Permit issues, limited ground staff, and potential fuel contamination—


particularly in western Jamaica—posed serious early challenges. But constant communication with regional operators allowed the team to pre-


position air assets and monitor changes in infrastructure status almost hourly. “We continuously monitor new operators and flight filings to identify


aircraft that could support our missions,” Mersek explained. “Aircraft availability and airport conditions can change rapidly during hurricane activity.” Unlike asset-heavy operators, Chapman Freeborn’s broker model meant


they weren’t tied to a fixed fleet. “We always stay neutral,” said Mersek. “We can find alternative options if our initial aircraft get booked. We focus first on evacuations, bringing in SAR teams, then charters for the most critical aid.”


Matching mission profiles to rugged aircraft The aircraft deployed included an ERJ-145 for evacuations, a heavy-lift S-61 helicopter, a Gulfstream G-IV for government liaison travel, and the Antonov AN-12 for cargo drops in damaged areas. “The AN-12 was designed for these kinds of environments,” said


Jack Burt, Senior Vice President of Cargo – Americas. “It can operate in austere conditions without external ground equipment, using a rear- loading cargo door and internal crane system. That meant we could move critical communications gear


into areas with compromised handling


infrastructure.” Aircraft suitability was determined by a matrix of variables: airport condition, fuel availability, runway length, cargo specs, and urgency. “Our


network and relationships allowed us to assess and secure the right aircraft—fast,” Burt said. For Cam Bolton-Wilson, Vice President of Government & Humanitarian


– Americas, the Melissa response was a chance to refine internal SOPs around disaster deployments. “Timely information gathering and dissemination is key,” he said. “But


we also saw that even with strong comms systems, we needed personnel on the ground to stay aligned with evolving procedures and regulatory changes.” One major challenge was the last-minute shift in cargo configurations,


which impacted flight plans and permit requirements. “We saw that changes in packing lists or pallet sizes could completely reset mission planning,” Bolton-Wilson said. “Where possible, we’ll now move towards scheduled lift ops with fixed seating and cargo capacity that clients can plug into, rather than building new solutions from scratch in every case.” He also stressed the importance of early engagement with civil aviation


authorities, particularly around flight prioritisation. “If cargo flights get priority, but relief goods on a passenger flight are labelled as ‘personal baggage’, that flight might be deprioritised,” he warned. The future of emergency charter operations Climate-driven volatility is likely to increase the demand for rapid charter


capacity—especially in complex geopolitical or infrastructure-constrained contexts. “More unpredictable, more specialised missions are coming,” said


Bolton-Wilson. “We expect to see growth in operations tailored to wildfires, medevac,


Did You Know ? HOW AIRPORTS DEAL WITH EXTREME COLD BY Michael SALES


AWAY from the Arctic itself, the transport industry has to deal with some extreme climatic


conditions. are mostly predictable,


Although some


airports


experience unusually frigid conditions. Back in the 1970s, at Prospect Creek, Alaska, a temperature of minus 66°C (−79°F) was recorded unofficially as the lowest on record in the USA. Mezhdunarodnyy Airport, Yakutsk, in Siberia, is generally agreed to be one of the world's coldest and can experience winter temperatures as low as −45°C. The region is surrounded by mountains that contribute to its unique climate, and the airport serves as a crucial transportation hub since there are few roads and rivers freeze during the winter. Alert Airport (YTA), Canada, Nunavut, on


the northeastern tip of Ellesmere Island, frequently


experiences these temperatures as


low as nearly −50°C. Other countries also suffer from very low temperatures, including Norway, Mongolia, Finland, and Iceland. Challenges and procedures for combating these conditions include heating water lines overnight, mixing additives into fluids to prevent freezing, and heating equipment. In very extreme temperatures, ground crews may work in short shifts to limit exposure. De-icing and anti-icing are critical. During snowfall, airports routinely clear runways using ploughs and de-icing chemicals. Instead of salt, which can damage aircraft, they use specialised de-icing fluids and sometimes sand. Airlines must use specific fluids and oils for low-temperature operations and may require engine preheaters and external power sources to start in very cold conditions.


Very cold temperatures can affect a pilot's altimeter, causing it to indicate a higher altitude than the aircraft is actually flying. To ensure safe obstacle clearance, the FAA has designated certain US airports as "Cold Temperature Airports," requiring pilots to make altitude corrections. Airports


are technologies to


increasingly enhance


adopting efficiency


new and


safety. Companies such as Yeti Move and Mercedes-Benz have developed self-driving snowploughs and trucks that use cloud- based


efficient


software and clearing


AI for operations.


consistent, Embedded


smart sensors in the pavement detect ice formation and snow accumulation, providing real-time data to ground crews and triggering timely responses. While not widespread due to energy costs, some heavy-use runways incorporate underground heating systems.


ACW 15 DECEMBER 2025 www.aircargoweek.com


and austere airlifts, possibly requiring mixed fleets with short take-off and landing (STOL), combi, or VLZ capabilities. We’ll also see more integration of sustainable fuels, and standby contracts linked to pre-positioned aid stock.”


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