SUPPLEMENT


North of the border Airfreight operations in North Korea/Democratic People’s Republic of Korea (DPRK) are strictly limited and highly specialised due to the country’s long-standing political and economic isolation. The Korean Demilitarized Zone (DMZ) between the two halves of


the Korean peninsula roughly follows the 38th parallel north, which is a circle of latitude that is 38 degrees north of the Earth’s equatorial plane. However, the DMZ does not align perfectly with the 38th parallel due to adjustments made during the Korean Armistice Agreement in 1953, which considered battlefield realities at the time. The DPRK’s national carrier Air Koryo is as unique as the country


it serves. The state-owned airline operates limited cargo services using primarily older Soviet-era. The more mature ACW reader will be delighted to hear the names of historic aircraft types, such as the Ilyushin Il-76, which remain in use by the airline. In fact, the whole fleet is a throwback to Soviet times. Air Koryo


operates a fleet consisting mainly of Soviet-era aircraft. These include the 1980’s Tupolev Tu-204, a Soviet-designed, medium-range, twin-engine jet airliner. The Ilyushin Il-62, a long-range, narrow-body jet airliner, introduced in the 1960s. This aircraft was once one of the most common long-range Soviet airliners. The Tupolev Tu-154 is a narrow-body, three-engine jet airliner


that was first introduced in the 1960s. The Tu-154 was widely used across the Soviet Union and its allies for both domestic and international flights. The Ilyushin Il-18 is a turboprop-powered airliner that was widely used in the 1950s and 1960s. The Il-18 is typically used for domestic and regional flights within North Korea. Ironically, given the current military situation in Europe, the airline also uses Antonov An-148 occasionally. A more modern, regional jet produced by the Ukrainian company


Antonov, which was


introduced in the 2000s. Though not entirely from the Soviet era, its design lineage ties back to Soviet-era engineering, and Air Koryo has occasionally used this model in its fleet for domestic flights. Air Koryo’s


cargo


operations are not extensive


and aid select focus on


meeting domestic demands, humanitarian and


trade. website, logistics international


From the airline’s it appears to offer


just


three routes from Pyongyang, the state’s capital, to and from the city: travel is offered just DPRK to Beijing and Shenyang in China and Vladivostok in Russia. M a j o r


cargo operations are centred around Pyongyang Sunan International Airport, the country’s primary international hub. The airport has basic facilities to handle cargo, though these are not comparable to international standards in terms of technology and capacity. North Korea’s airfreight activities are severely restricted


by international sanctions. United Nations and other international bodies have placed stringent restrictions on North Korean imports and exports, particularly on dual-use goods (those with both civilian and military applications). The limited airfreight capacity is often monitored closely to ensure compliance with sanctions. A significant portion of


airfreight entering North Korea consists of humanitarian


aid.


Organisations like the United Nations and Red Cross co- ordinate of


food,


shipments medical


supplies,


and emergency aid to support vulnerable


populations.


than relying on North Korean carriers. North Korea maintains


limited airfreight trade with


China essential and goods Russia.


Freight operations are primarily for


like suggest that food,


medicine, and industrial supplies. Cross-border air cargo is minimal compared to overland or maritime trade. Reports


some North Korean


airfreight operations have been implicated in smuggling activities,


including the transport


of prohibited goods like weapons, luxury items and materials for missile development. Such activities are carried out covertly and are a focus of international surveillance. It is thought unlikely by industry observers that North


Korea is using airfreight to directly support Russian troops in the Ukraine war, despite its high-profile supply of manpower to the conflict. There are factors that could suggest other forms of logistical support are being used. North Korea’s airfreight capabilities are quite


limited, lacking the modern airlift capabilities of larger nations, so it would be difficult for them to send significant supplies via airfreight. There have been reports that North Korea may


be supplying Russia with artillery shells and other munitions. However, these supplies are more likely to be sent overland or via sea routes, which are more viable for bulk transfers of military equipment. The land route through China or even maritime routes along the Pacific coast would be more practical for North Korea. Given the ongoing international sanctions against North Korea, any support provided to Russia would likely be conducted covertly. Airfreight would be easier to track, making it less likely as a means of direct logistical support. Most


reports suggest that North Korea


has been involved in supplying Russia with conventional munitions, rather than offering large-scale logistical or operational support. These supplies are typically more suited to being transported by rail or sea to avoid detection. While


airfreight could


theoretically be used for smaller, more immediate transfers, it’s more likely that North Korea is


using more discreet


methods, such as land or sea


transport, to


support Russia in the conflict.


Such


operations often use chartered international aircraft


rather


“Korean Air Cargo is one


of the world’s leading cargo airlines and currently


connects Vienna Airport with up to ten flights per week to


international economic centres”


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