can passenger travel in cargo flight

How pilots operate cargo flights on passenger aircraft

With a frightening drop in passenger numbers due to the COVID-19 pandemic , airlines are having to think up new ways to keep revenue coming in. Even though very few passengers are still flying, thousands of tons of cargo still need moving to keep food on tables, drugs in hospitals and toilet paper in bathrooms. While the world has shut down, global supply chains still need to be kept running.

To do this, many airlines are using their passenger aircraft to fly freight exclusively . Some flights just use the cargo holds, others are using the space on seats and overhead lockers to load bulky, lighter items. Some aircraft, like the 787 Dreamliner, are even specialized to carry temperature-sensitive cargo such as vaccines.

From cooking our own meals to arming the emergency evacuation slides, operating a passenger aircraft as a freighter requires a considerable change of procedures from the pilots.

Transporting vaccines

The Boeing 787 Dreamliner is unique in that it can chill the forward cargo compartment to maintain an exact temperature between 4 degrees Celsius (39 Fahrenheit) and 27 degrees Celsius (81 Fahrenheit). This enables airlines to carry a whole range of cargo such as perishable and live goods, but also specialist freight, which needs to be kept at a low temperature, such as vaccines .

Vaccines are incredibly temperature sensitive and need to be kept between 2 degrees Celsius (36 F) and 8 degrees Celsius (46 F) from the point of manufacture, all the way through to being administered to the patient. Even the smallest of temperature excursions along the transport chain could result in decreased effectiveness of the vaccine.

According to the World Health Organization, vaccines for influenzas are some of the most sensitive to temperature excursions, particularly to heat. Getting too warm during the transportation process and the whole batch could become void.

Studies have shown that ineffective or degraded vaccines could be the reason for the resurgence of certain vaccine-preventable diseases in countries such as Malaysia, Pakistan and Afghanistan.

Read more : The maneuvers pilots use to prevent a collision in the air

As a result, manufacturers need a reliable logistical set up which will ensure that the drugs reach the patient at the required temperature. This isn't a problem for short-range travel where a refrigerated truck can be used, but when the journey is thousands of miles and time is of the essence, air transport is the only option.

When leaving the manufacturing plant, vaccines are packed in a specialist box along with a number of coolant packs. When they are loaded into the aircraft's cargo compartment, the pilots are informed by means of a notice to the captain -- the NOTOC.

This informs us of the temperature to which we must set the forward cargo hold. When the door closes, the air conditioning system quickly chills the hold to the desired temperature and maintains this for the entirety of the flight.

Freight in the cabin

Along with the passenger baggage, commercial flights have always carried freight in the cargo compartments. Avocados from Mexico , salmon from Scotland and mangos from India all need moving quickly to reach the consumers on the other side of the world -- fresh and ready to eat. Once again, the only way to do this is by air.

However, with the passenger seats now empty, airlines are utilizing this space in the cabin to increase the cargo-carrying capacity.

There is a weight limit of 110 lbs. for each seat to ensure that the item can be secured safely, and items are restricted by how the weight is distributed. Too tall with a too high a center of mass and there's a chance that the object could topple over the seat in front in the event of turbulence or an emergency landing.

Read more: Flying the length of Africa: London to Johannesburg from the pilot's perspective

The freight is then secured to the seats with nets to stop it from becoming dislodged during the flight. The space in the overhead lockers can also be utilized, so long as the maximum weight restrictions are complied with.

As always, the potential of a fire in the cabin remains one of the biggest threats to the safety of the aircraft. To reduce this risk, the power to the in-flight entertainment system (IFE) is switched off. The airline may also decide to have a few flight attendants on duty to provide fire watch and firefighting cover should the need arise.

Freight in the hold

Even during normal passenger operations, airlines try to maximize any spare cargo hold capacity by carrying freight. Whatever space isn't used up by passenger baggage can be utilized to carry time-sensitive cargo. It's for this reason why aircraft such as the Boeing 777 and 787 are preferred by airlines for cargo over the A380.

On the 777 and 787, a cross-section of the aircraft shows that the fuselage is roughly split in half. The upper half is where the passengers sit and the lower half is where the cargo goes. As a result, there is roughly a 1:1 ratio of passenger space to cargo space.

However, the same cross-section of the A380 shows that the aircraft is split into three sections. The upper deck, the main deck and the cargo hold. This means that there is a 2:1 passenger to cargo space ratio. With twice the number of passenger bags to fit into the same size cargo hold, there is often not much space left for extra freight.

From the pilot's perspective, whether the cargo holds are full of all freight or a mixture of freight and passenger baggage makes very little difference. In order to carry freight safely, certain procedures must be applied. Firstly, rules on dangerous goods still apply. To keep aircraft safe, the International Air Transport Association (IATA) has strict rules on what cargo airlines can carry, how it must be packaged and where it can be loaded on the aircraft. For example, lithium-ion batteries must be kept away from oxygen generators.

For every flight, the NOTOC notifies the crew of any special items that are being carried, including any items that are covered under the IATA Dangerous Goods Regulations . Should a problem develop with the cargo during the flight, using an IATA manual we are able to use the cargo's shipping code to determine the course of action to take.

Special procedures

When operating an aircraft with no passengers, we have to make a few changes to how we configure the aircraft. These are mainly focused around reducing the risk of a fire in the cabin that would go undetected due to the absence of flight attendants.

The biggest threat of fire comes from the in-flight entertainment system and the ovens and other equipment in the galleys. As a result, the first thing we do is cut the power to the IFE system. This also removes the power from the premium seat reclining mechanism.

Read more : The pilot's view on the London Heathrow final approach

Next, we ensure that the electricity in all the galleys (except the front one) is switched off. This stops the ovens, microwaves, brewers and trash compactors from being powered. Each galley has a master switch that enables all power to be removed in that galley with the flick of a single switch. We also have to ensure that there are no loose trolleys or canisters. Having bar boxes and trolleys crashing into the cabin on takeoff and landing could damage the aircraft, delaying the next departure.

In the flight deck, we remove the power to the locking system of the flight deck door. With just the pilots on board and no passengers, there is no risk of unauthorized personnel trying to access the flight deck. This means that if one pilot leaves the flight deck , there's no way that they can accidentally get locked out.

Finally, like any normal flight, we need to "arm" the doors should we need to evacuate the aircraft in an emergency. This procedure, normally carried out by the flight attendants as we push back, connects the evacuation slide in the door to the floor of the aircraft. If the door is then opened, the slide is pulled out from its stowage and inflates automatically.

However, as the likelihood is that we'd evacuate out of the front set of doors, we only arm these two.

Once airborne, one of us must then take a walk around the cabin every 30 minutes or so to ensure that nothing untoward is going on.

This walk is one of the eeriest parts of the flight. With all the cabin lights off and all the seats empty, it feels like a ghost ship. All the usual engine noises are there, just with none of the people. No smiles from passengers, no banter with the crew. A somber and sobering experience.

Cooking our own meals

When operating a 12-hour flight across the Atlantic, we'll drink a lot of coffee and will need to eat at some point. We're normally well looked after by our amazing flight attendants who keep our stomachs full and our brains caffeinated whenever we need it.

However, when we're operating cargo-only flights, there are no passengers and hence no flight attendants. So what do we do when we don't have our colleagues to help us out? The short of it is, like full-time cargo pilots, we have to fend for ourselves.

Now, I know a lot of flight attendants reading this will be laughing out loud right at this moment. There's well-established humor between pilots and flight attendants that we don't know how anything works behind the flight deck door. Well, now it's time for us to step up.

The catering company will load enough food and drink to keep even the hungriest of pilots satisfied for the duration of the flight. This will normally consist of a few hot meals , trays with salads and desserts along with a few snacks to keep us going in between.

Drinks are also loaded, normally just bottles of water, but sometimes a few cans of Coke and juices are also included. There is also enough tea and coffee to have a party in Boston.

When it's time for something to eat or drink, one of us will hop out of our seats and into the galley. With the flight deck door still open, we can still hear everything that is going on in the cockpit. Should the need arise, we can get back into our seat much quicker than we would when visiting the bathroom on a normal flight.

The aircraft technical manuals contain details of how to use the ovens and brewers. Before long, the meals are heating up in the oven, the coffee is brewed and we're ready to enjoy our self-service meal as we head toward the sunset.

Bottom line

Operating a passenger aircraft as a freight-only flight is quite a change from normal passenger operations. There's normally no flight attendants to chat with and no customers to look after. As a result, we need to change the way in which we set up the aircraft.

Reducing the threat of an inadvertent fire is the main priority, removing the power from the major cabin electrical systems takes care of this for the most part. On the flip side, making your own food and drinks brings a novel element to the flight. As the face of commercial aviation continues to evolve, airlines must adapt and change with it. Sitting still is not an option and certainly not when there are mouths to feed and lives to save.

Airline Flying: Cargo vs Passengers

[Updated: Feb, 2015]

I fly for a large package express company. Cargo airlines are a bit of a mystery to the general public. Everyone is familiar with passenger airlines; it’s hard to find someone who hasn’t taken a ride or visited an air terminal. Those that haven’t are at least familiar with the routine thanks to movies, TV and the news media.

Cargo airlines are a bit different. The public rarely has a chance to see a cargo aircraft doing its thing. The airplanes are often parked far from passenger terminals so the day-to-day operations are usually out of sight.

In this feature, I’ll shed some light on what it’s like to fly for a cargo airline. I’ll highlight some of the similarities and differences between cargo and passenger operations.

When I’m at social gatherings with people outside the aviation community, a few questions and comments always seem to come up.

Do you want to fly for a commercial airline?

Do you fly the same kinds of planes that passenger airlines fly?

• There are only  two  of you in that cargo jet? What if something goes wrong?

It’s nice you don’t have all the “responsibility” that a passenger pilot has.

What’s your schedule like?

Are you allowed to eat? What do you eat?

Does your family fly for free?

I’ll tackle these one by one as well as adding some additional fun details.

I already do! Folks that ask this question are usually trying to ask: “Do you want to fly for a passenger airline?”  The answer surprises a lot of people. Even though I’m qualified to fly for a passenger carrier (the regulations that govern cargo and passenger airlines are the same), I’m not looking for another job. Many of my cargo-carrying-colleagues left their jobs at passenger airlines to fly cargo aircraft. My previous job was flying passengers. Compensation offered by the big cargo airlines like FedEx and UPS are competitive and sometimes higher than that of passenger carriers. Freight companies enjoy high profit margins, even in tough economic times, making them an attractive career choice.

You bet. Cargo airlines fly the same familiar models of heavy jets (MD-11, 747, 767, 777, A300, A330, etc) but in a cargo configuration. Aircraft manufacturers like Boeing and Airbus build passenger and cargo versions of their popular models.  Another source of cargo jets are older passenger jets that have been converted into freighters in an extensive overhaul process. These jets are as good as new when they are ready for cargo service.

What’s the difference between a cargo jet and a passenger jet?

If you were to step onto the flight deck of a freighter, you probably couldn’t distinguish it from the flight deck of the passenger model; it’s the same front office. There is one minor but critical  addition; at the back of our cockpit we have a small, private lavatory. It has the flushing blue water just like the passenger planes. Woo-hoo! Piloting a freighter is identical to flying its passenger counterpart. They both require the same FAA Type Rating (special license) and experience.

Step out of the cockpit and you’ll see a world of difference. The most visible exterior feature on a freighter is the large cargo door on the side. The door allows loading equipment to quickly load and unload the freight from the main deck. Large belly doors under the main deck allow more cargo to be loaded on the lower deck. Every inch of available space is used for payload (did I say our lavatory is small ?).

Boeing’s 747 freighter variant has an option for a very special cargo door. When the nose is raised, really big stuff can be loaded; cars, trucks, military tanks and even small aircraft.

Behind a freighter’s flight deck, the familiar cabin of the passenger plane is gone; no seats, no windows, no overhead storage.  Just a huge empty space that is carefully designed to enable efficient loading and unloading of cargo. The main deck (where passenger seats would be) is covered with rollers and latches to allow pallets and containers to be rolled then locked into position. These two photos are both shots of a Boeing 767-300 interior.

Take a walking tour of a freighter!

Here’s a short walking tour through the inside of a Boeing 767-300 wide-body freighter. The video begins in the very back of the main deck and continues to the front with a quick view of my office. The distance from the back of the aircraft to the flight deck is about 130 feet.

Loading and unloading: The quick turn

In air freight, just like in the passenger business, time and schedules equate to money. One fully loaded aircraft can represent thousands of customers whose iPhones, Droids, flowers, medical supplies, lobsters, and who-knows-what-else are guaranteed to be delivered on-time. The typical cargo jet will make one or two stops out of the hub before arriving at its final destination in the early morning. At each stop, as soon as the pilots shut down the engines, ground crews attack the jet from all sides. Mechanics, loaders, tug drivers and fuel trucks converge. Experienced ground crews are like NASCAR pit crews. These guys and gals can get a wide-body jet unloaded, reloaded, fueled, serviced and ready to depart in under 45 minutes. During that time, the flight crew completes checklists, reviews the weather, loads new data into the navigation system, guzzles coffee and runs the preflight checks. When all goes well, everyone finishes up about 10 minutes prior to the scheduled departure time. By 5 minutes prior, all the ground support vehicles are pulled away and a tug is hooked to the jet’s nose wheel, ready to push the aircraft back to the taxiway. It really is an amazing thing to watch.

There are only two of you in that cargo jet? What if something goes wrong?

This question always surprises me. Yes, there are usually only two of us in a cargo aircraft, even on many oceanic flights. Flights under 8 hours require only a Captain and First Officer. Longer legs require three or four crew members. This is the same for a passenger carrier. If something goes wrong on my cargo aircraft, it’s up to the two of us to sort out the issue and decide on the safest course of action. On a passenger flight, although there are Flight Attendants and hundreds of passengers, it still boils down to the two professional pilots up front to keep the airplane safe. Passenger pilots just have a bigger cheering section when stuff goes wrong! Which leads to the next comment…

This comment gets thrown around a lot. The truth is that us pilots (passenger and cargo) are human (gasp!). We all have families and loved ones, we have places to go and we want to be home on our days off. And being human, it’s only natural that when a flight becomes extra-challenging for whatever reason, we do what needs to be done to keep  ourselves safe (remember Maslow’s Hierarchy Of Needs ?). Apologies to the gentleman in 17D; your flight crew is not thinking about your well-being as they make a perfect landing in a raging Chicago blizzard.  Your crew is worried about their own safety, their own families and their own careers. As an airline passenger, that’s a good thing! If the pilots are worried about their own safety, chances are pretty good you’ll be just fine.

Passenger and cargo airline pilot schedules are similar. In general, we both work 4-7 day blocks up to 2 week blocks with 8-14 days off each month. The number of days off depends on the airline and type of flying pilots do. Depending on the duration of flights on our schedule, cargo pilots fly anywhere from one leg a day to 4 legs a day (or night).  Passenger pilots may sometimes fly up to 5 or 6 flights in a duty period – now that’s hard work!

Oh yes, we eat! You can’t fly on an empty stomach; especially on a 9 hour leg across the Pacific. The company I work for caters our flights. On all flights we have a cooler (a refrigerator on the larger jets) with water, soda and juices. On shorter, four-hour legs we usually get a cold box lunch – sandwich, fruit, chips and drinks. On long flights we have one or two hot meals and plenty of time en route to do a little cooking in the galley. Who needs a flight attendant? Pilots are great cooks!

If a pilot is cooking dinner, who’s flying the jet?

During a flight, a crew member is allowed to leave his/her seat for “physiological needs.” This means using the restroom, stretching, cooking, and eating. There is always at least one crew member in a pilot seat to handle the business of flying the aircraft. On long flights, we’ll usually take turns doing the cooking (I’ll cook lunch, you cook dinner).

One of the benefits of flying for a passenger airline are the free or reduced-rate travel privileges for employees and their families.  This is a nice perk and I used it quite a bit when I flew passengers. The only catch is that you must be flexible. When traveling non-rev  (non-revenue) you are a second-class citizen; paying customers always come first. In addition to non-rev travel, passenger airline employees enjoy discounts offered by other airlines, cruises, and hotels.

For cargo pilots, flight benefits and discounts are slim. Pilots can jumpseat on passenger carriers and other cargo carriers (we have reciprocal jumpseat agreements with passenger carriers). A few airlines give us a small discount for tickets, but that’s it. There are no benefits for family members.

Funny story: A few years ago, my wife was talking to a reservations agent at a cruise line…

Ouch!   Mrs. AeroSavvy was not  amused. (Sorry, honey!)

That being said… I don’t miss non-rev travel one bit . When traveling non-rev, a carefully planned family vacation can be trashed when a few extra paying customers show up at the gate. Nothing is worse than buckling up your kids and stowing your carry-ons only to hear the flight attendant announce: “Will the AeroSavvy family in row 26 please collect your belongings and exit the aircraft?” It feels like the walk of shame as you drag your luggage down the aisle. I’m now happy to pay for my family’s positive space tickets and enjoy my vacations. 🙂

So there you have it. Lots of great cocktail party discussion about cargo pilots who go to work on the other side of the airport.

Further Reading

For more information about cargo flying, check out these other AeroSavvy articles:

• Anatomy Of A Freighter
• Come Along As We Cross The Pacific
• How Do Pilots Find There Way?
• Straight Talk on Great Circles

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81 comments.

Very nice info and I look forward to more posts here! I myself hope to become a pilot in the future for a cargo company.

Thanks Zach. Follow your dream, it’s the best job out there!

Great Blog you got. I’m a private pilot instrument rated finishing my commercial multi. Would love to hear more stories about your job. Can’t wait to start flying for an airline. Keep posting and thanks!

Thanks Cristian. Airlines are great fun, but don’t forget to enjoy the experiences you’re having now! Fly safe.

I retired in December after 25 years of being a cargo airline pilot and having flown most of the Northern Hemisphere. It was a great career and well worth the time, sacrifices and money to get there!

Thanks for reading, Lyle! Congrats on your career and retirement.

Great article, Ken! See you out there. Happy New Year…..

Thanks for reading, Baird. Feel free to spread the word!

Excellent article Ken! I’m out of the cockpit after 26 years (part of that time as a Kitty Hawk freight dog) and into the college classroom teaching Aviation to the new generation. For the FIRST time ever, that I’ve seen, you hit the nail on the head with your comments about Pilots wanting to keep themselves safe (awesome ref to Maslow.. I’m going to use that when teaching CFI candidates) and that anyone else onboard is along for the ride. You’ve had the same conversations at parties that I’ve had. Keep up the good work.

Hi Doug, thanks for the kind words! Good luck in your second career. Enjoy the time at home and sleeping at night!

Nice article Ken. It was an easy read and for those that aren’t as aviation savvy this article might just slow the questions down about us Freight Pilots. Have a great 2014 and Be safe out there.

Thanks, John. Happy New Year! Fly Safe.

I’m not a pilot (IT guy) , but if I’ll be to be born second time definitely I’d like to become a pilot. Nice blog you have here and since I discovered few days ago I’m having fun reading it . Ken ,keep inform us with the life as pilot , at least I’m feeling that I’m “flying” with you. Thank you !

Catalin, Hello and thank you for reading! If you would like to keep up with my adventures on the road, be sure to follow me on Twitter: http://twitter.com/AeroSavvy

What a great post! I used to work at LHR airport for various passenger airlines as ground crew and often stared in awe at the cargo carriers. I’ve travelled by cargo ship as a passenger from Athens to Hong Kong – THAT was fun. I doubt Cargo planes take passengers though eh?

Hi Bex, thanks for reading! I’ve read about cargo ship cruising and always wanted to do one (I’ll be reading your blog!). I wish we could take passengers/friends on our jumpseats. Before 9/11, we could take employees of our airline. Our San Juan and HNL flights were quite busy! After 9/11, the game changed. Now, only pilots, FAA, and essential company personnel. 🙁

In case any of them are reading, we really enjoy giving rides to our friends from Air Traffic Control. You guys and gals are always welcome!

Yes – read my section about container ship trips: they can take up to about 7 pax max. and my cabin (single) was 25 square metres with en-suite! Not a lot of people know about container travel – I loved it…and NPR Weekend edition interviewed me about it. Look forward to reading more about life as a cargo pilot.

I’m totally looking up that NPR interview!

Hi Ken H, i am an MBA student and an aircraft engineer, and i am working on my thesis now, looking to proof that the express market such as FedEx or UPS is taking control over the airlines cargo business, please if you have any useful information regarding the topic let me know

Thanks and best regards Mohamed

Hi Mohamed, Your thesis sounds very interesting! I don’t think I can provide much information to help you. My airline business experience is limited to flying the machines. I know that business is very good for the big cargo carriers like FedEx and UPS. I’ve also heard that a few airlines are reducing their cargo-only fleets. I would recommend that you talk to people in the airline management field for more accurate information.

Good luck with your thesis and MBA! Ken

Great article, I often refer to my passengers as “self loading freight.”

One point is that a few passenger airlines that also operate freight only flights will include a flight attendant who handles the heating of dinners and pouring of drinks, and the 15 or 30 minute “you need anything checkup?”.

Hi, Brad. Thanks for reading. Yep, all professional pilots that carry stuff for money (whether it be people or boxes) are freight pilots.

I’m not sure I would want a flight attendent on long flights. Not much room on a freighter flight deck!

Thanks for the comments!

Wow interesting I’ve always wondered about that. Especially after seeing The Castaway with Tom Hanks. Thank you for a look inside!!

Very interesting reading! I am a VERY nervous flyer (I never get on without prescription antianxiety pills) and I have a big flight coming up, so i was just googleing the usual stuff when I found this post. It’s so interesting (and comforting) to read about people who fly for a living – and I have always been fascinated with pilots of cargo planes, you go so far and fly so often, it’s just to actually know more about it! The funny thing is each time a plane gets bad turbulence and I start getting nervous, I say the exact thing to myself that you have said in your article – “your flight crew is not thinking about your well-being as they make a perfect landing in a raging Chicago blizzard. Your crew is worried about their own safety, their own families and their own careers. As an airline passenger, that’s a good thing! If the pilots are worried about their own safety, chances are pretty good you’ll be just fine. ” So that always makes me feel safer! Keep up the good work! 🙂 And thank you for this wonderful insight!

Hi Kris! Thank you for the kind words. Try not to be too concerned when the plane runs into turbulence. Pilots do their best to avoid it but some days it seems like it’s everywhere. As long as you have your seatbelt fastened, you’ll be safe in even severe turbulence.

If you would like to read more about what pilots do during flights, take a look at the article I wrote for NYCAviation: “Come Along As We Cross The Pacific” http://www.nycaviation.com/2014/08/come-along-cross-pacific

Thanks for this fascinating insight into the working life of a cargo pilot. I have an assessment day and interview coming up as I work towards obtaining my MPL for a commercial airliner. Wish me luck! One of the questions I am anticipating is the ‘why passenger and not cargo?’ one, so I was especially interested in reading the main differences between the two.

Keep doing what you, take care!

I’m glad you enjoyed the article and found it helpful. Good luck with your interview, it sounds like you’ll do great!! Thanks for reading, Ken

Wonderful text, be a freight pilot looks really good! Now I know more about the Cargo Airlines, thanks Mr. AeroSavvy!

Hi Bruno, Thanks for reading!

Wonderful read,

Just out of curiosity, how is it being a cargo/passenger pilot yet trying to have a family life with wife and kids?

enjoy and keep well

The divorce rate in aviation (and other occupations that require a lot of travel) is high. It takes a very special and supportive spouse, along with mutual trust to make it work. I’m very lucky that my spouse happily puts up with my crazy schedule. She is the one that keeps things running smoothly when I’m away AND home!

Thanks for reading!

One thing I would like to know more about… do the Cargo Airlines make the aircraft mechanics ride the aircraft they fix? To your point about Maslows hierarchy of needs, it is good that pilots have to ride the planes, but it would be better if the maintainers had to ride them on a random but regular basis. Boss to aircraft maintainer: Yeah, you don’t have to fix planes today, you are going up on the one you fixed yesterday. Maintainer: ulp!!

Maintenance technicians are not required to randomly ride on our aircraft. They do often ride with us when commuting to work or when flying on personal business.

It takes a lot of people to get an airliner into the air. Pilots and maintenance technicians are just the tip of the iceberg. There are dispatchers, fuelers, schedulers, loaders, aircraft cleaners, ground equipment operators, instructors, meteorologists, air traffic controllers, and many, many more. Each and every one of these people play an absolutely critical role in the safety of every flight. What keeps the machine running smoothly is the pride we all take in our work.

Thanks for the comment, and THANKS for reading!

The most interesting plane ride I’ve had is from Anchorage to Barrow and back. That plane had 2 configurations. One for cargo and the other for passengers. Kinda cool.

Sounds like a fun ride! Thanks for sharing!

Hey Ken, Nice to read about the cargo pilot’s work. I found your blog by accident, I was actually searching for an answer to another question you probably know: Does a cargo aircraft still need pre-conditioned air for cooling when it is unloading/loading at the airport? I figured the loading doors will be open anyway, so cooling is not very effective. But is the flight deck cooled? Can image it may become pretty hot in some climates.

Hi, Tonny. Great question.

In hot weather, there are times when we need to keep the cargo area cool when loading. An example would be when we are carrying pharmaceuticals or perishable goods that need to be temperature controlled. You’re right that when the big door is open, it can be challenging to keep the main cargo area cool. With both air conditioning packs running, we can keep it reasonably cool, and loading doesn’t take long.

Much more important in hot weather is keeping the cockpit cool! The avionics and equipment in the cockpit are very temperature sensitive when they are running; they can easily overheat and be damaged. In hot weather, the cockpit has to be kept cool anytime equipment is turned on. Sometimes we use our APU and onboard conditioning packs, and in some locations we have A/C carts that can blow cool air into the cabin.

Thanks for reading! Ken

Thank you so much for all the valuable clarifications! I Can’t wait to become a Cargo Pilot!

You will love it!

Thanks for reading, Ken

Nice article, though I am not in this career I can tell you I am very much fond of flights and flying, every bit of it excites me. Reading your article about cargo flights was very fascinating. Cheers!!! for what u do and wish u the best for ur future.

Thank you for reading, I’m glad you enjoyed it!

Thanks for your article Ken H. Would value your opinion…I’m looking to relocate and will be needing two 24″ computer monitors. Would be handy to be able to have these go on the same flight (paying the extra baggage fee). However, I’ve seen passenger baggage getting thrown around pretty excessively on passenger planes. Are procedures for loading different (i.e. less prone to damage) when dealing with cargo flight? Thank you for any insight!

If they were my monitors, I would package them in the manufacturer’s original shipping boxes (or similar) and ship them, insured , via ground or air with a major package delivery company.

Makes sense. Thank you very much for the prompt reply Ken! Safe flying 😉

Hi Ken Enjoyed the read. Thanks. I thought this would be a question that is always asked of you too. Is there any truth to paying passengers being able to book/take flights with cargo planes?

Although many companies allow passengers to ride on ocean-going ships, I’m not aware of any cargo airlines that allow passengers on aircraft. There are numerous issues with safety, security, regulations, and logistics.

Thanks for asking! Ken

On some cargo planes there are windows upstairs at the front. Does that indicate there are seats available for a few passengers?

Hi Torsten,

Most cargo 747 aircraft have a few seats behind the cockpit. Unfortunately, those seats can only be used by company personnel and are not available for passenger transportation.

First class article, I’m not a pilot but would love to be in a second life. I travel by air a lot and always wondered about the freight only airlines, thanks a million for taking the time out to answer all the questions

I’m glad you liked the article. Thanks for reading!

Haha. Memories. I used to be an engineer and mechanic on C-130’s out of Barber’s Pt., HI, way back in the day. I can remember steaming along hour after hour watching the Pacific roll by with the plane on the Iron Mike and porpoising along on altitude hold. Those were the days. Sigh… Memories. I’d think the best job would be doing exactly that, flying across the Pacific for UPS, FedEx or the like on one of their 747’s or what have you. See the world.

A C-130 ride over the Pacific would be one long flight. Sounds like fun! Thanks for reading!

Wow, cool article! I’ll admit that I too haven’t given cargo aircraft much thought aside from seeing them parked at the outskirts of the airport. I actually always assumed that passenger service pilots would rather fly cargo. That could be the jaded part of my mind talking after too many years in public service. The logic is sound though; boxes can’t talk, get drunk or do other human lunacies.

I wouldn’t trade my cargo job for ANY passenger job in the industry. 😉

I have one question about pilot. How much pilot makes per year? which airlines pays the most money? I heard fedex and UPS they pays more then any other flights. is that true?

I’m sorry, but I won’t discuss specific contract and compensation information. Some of that information is available elsewhere on the internet.

Question for you. When flying cargo planes, do you need to go through security screening or are you at liberty and trusted to bring anything you like into your cockpit as long as your judgement tells you it wont destabilize or crash the flight or harm your buddy first officer? The security restrictions for us passengers these days are horrendous. Even a budget mineral water bottle is forbidden to fly.

Hi Gentleaura,

Cargo pilots go through the same screening process as passenger pilots.

When flying outside the United States, we usually go through flight crew security lines at the passenger terminals before riding out to our aircraft. Some airports have special screening areas just for cargo crews, but the screening is the same as for passenger crews.

It’s actually OK too bring a bottle of water onto an aircraft. You must purchase it after the security checkpoint (I realize it’s more expensive, but those are the rules 🙁 ).

Hi Ken, thanks for the elaborate article. Learned a new thing or two (or more) from it 🙂 One thing I would like to ask, though, what was the bidding system for cargo pilots/FOs like? When do you normally bid for the next schedules? Also, do you normally not know your flight destination until the D-day? My friend said he wasn’t told the schedule until very short moment before the flight itself.

Also, would it actually be possible for cargo pilot to switch and become passenger airlines’ pilot in the future? Thanks in advance ?

Hi Crystal,

Bidding varies from airline to airline. Many carriers bid once a month. At my company, we bid every 8 weeks.

The cargo industry is a little different than passengers. Some cargo carriers fly a variety of contracts. Pilots might bid only for days off and not know where they are going until the phone rings the morning they leave. I’m fortunate that my company has a mature network that carries our own volume. I know exactly where and when I’m flying 8 weeks ahead of time.

Cargo pilots fly the same type of aircraft as passenger pilots (but without seats) and often under the same government rules. It is definitely possible for cargo pilots to switch to passenger airlines. Many cargo pilots will take a better job with a passenger carrier and many passenger pilots will take a better job at a cargo airline. It all depends on who’s hiring and how much they are paying 😉 .

Thank you for your insight, Ken. Yet another new knowledge to me. Appreciate it! Safe flights and happy flying to you!

HI Ken! Amazing article ! I hope there is no big difference now in 2018. I want to use this article to help me write an essay ! I have one question for you : what airline companies are good equally in cargo and passenger transport, to use as an example ? Sorry for my english, its my second language ! Looking forward to your answer ! Wishing you all the best!

Hello Luka,

It is difficult to compare companies. Different airlines are good at different things. All airlines, both passenger and cargo, are closely regulated and must maintain a high level of safety. Pilots at both types of airlines are highly qualified.

Good luck with your essay!

Hey, thank you for such a fast answer! Do you think Qatar Airways is doing good in those two areas, or in your opinion there is better company, doesn’t have to be the best in those areas , just working well ! Thank you again !

I really don’t have the knowledge to answer that.

My son wants to fly cargo. How does he go about getting into the industry? Do you suggest a traditional 4 year college path, or start taking flying lessons? Thanks

The path to flying passengers and cargo is about the same. If you live in the United States I would suggest a four year degree at a university with an aviation program that has integrated flying lessons, or a four year degree in any field of interest along with flying lessons at a local flight school. Either path should get him where he wants to go!

Amazing Article, very informative. One question – Does Cargo Airlines also have IATA airline codes like Commercial airline example AI for Air India or B6 for JetBlue?

They sure do! FedEx is FX, UPS is 5X, Atlas is 5Y.

Here’s a whole list: https://en.wikipedia.org/wiki/List_of_airline_codes

Quick question… Is there a specific code or letter or something that identify a cargo from a passenger flight?

Hi Andy, I’m not familiar with any code that separates cargo from passenger flights. All flights are treated the same by air traffic control.

I love your article…am a student pilot in kenya…n i always loved flying cargo…thou at times school fees becomes an issue ..but hope soon ill reach my dream

Good luck with your training!

Loved reading your article. Btw can you do a vlog of an actual cargo flight and post on youtube or similar media? Would love to see a real cargo flight in action with all the nitty gritty details 🙂

Hi Krishnan,

Right now, that’s not possible due to FAA and Company regulations and procedures.

Thanks for the article. What path do you believe provides the quickest pipeline to becoming a pilot for one of the larger cargo carriers? I am about to begin flight instructing to build up my hours from the 250 mark and have been researching some of the smaller cargo feeders. From what you know and have heard from your colleagues, do you think these feeders are a good path to take? Or is building time at a regional passenger airline generally considered better?

Thank you for your input!

I don’t think there is one perfect path. UPS has an internship program set up with Ameriflight, so that is one possible path. UPS (and likely FedEx as well) hires pilots with varied backgrounds like regional passenger, major airlines, military, corporate, and other cargo airlines.

This is a very good time to be a 250 hour pilot building hours. If you see a good opportunity, jump on it.

Great to read your blog!

As a worried owner of 5 animals I’ll soon be flying to the UK, I was wondering if you had any experience of flying animals? Is this generally handled in the same way as the rest of the cargo ‘passengers’? Or is the flight purely for animals generally. We are going through an agent so logistically that is sorted but I want to be as in the know as possible about their journey!

Thanks, Hannah

For the best information you should contact your airline and talk to them about where the animals will be kept and how they will be handled.

Good luck with your journey! Ken

I think about cargo planes and pilots probably more so than the average person, and I loved your article! Tackles almost everything.

One burning question I have is, if your flight is 8 or more hours, and it’s just you and the co-pilot, doesn’t it get awkward? What do you guys talk about for so long (especially while cruising) and how often do you fly with pilots you know vs you don’t really know. Would it be a comfortable flight through and through?

Thanks! Sam

Hi Sam, we’ve become quite a large airline so I often fly with people I’ve never met. We all have different personalities. On long legs, you get a chance to get to know the other crew member. If they aren’t interested in talking, it’s ok. There are plenty of things available for us to keep our minds occupied. I can usually find something interesting to chat about.

On a recent 8 hour flight I found out my first officer is a bee keeper. I know nothing about bees and we ended up having a fascinating discussion for the entire flight! In my cockpit, the only hard rule is no politics or religion. Even when there is agreement, these discussions tend to be a distraction from flying.

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Dos and Don’ts For Carrying Cargo On Passenger Aircraft

In the wake of the coronavirus, airlines have had to think up new ways to face operational disruptions. While very few travelers are still flying, thousands of tons of cargo must be delivered every day. Thanks to dedicated compartments, commercial jets have always played a crucial role in transporting time-sensitive consignment. However, since the pandemic grounded entire fleets, the shortage of airfreight moves has begun to make itself felt.

Only in March, the International Air Transport Association (IATA) registered a nearly 23% decrease in air cargo capacity. To keep supply chains running, carriers are creating so-called “passenger freighter networks”. The challenge here is to maximize the utilization of airplanes that were not conceived to carry shipments up top. Besides the use of regular cargo holds, some operators are taking advantage of the storage area under the seats. Others get one step further, reconfiguring the whole passenger cabin to make way for more boxes.

But, to what extent are airlines allowed to pile up as many items as possible? Which requirements must they fulfill to ensure an optimal passage of goods?

Before carrying cargo on passenger aircraft…

Do: conduct a safety risk assessment.

To achieve expediency in a completely new context, commercial aviation has been forced to reevaluate its processes. Moving freight in so popularly known “ghost flights” are not exempted from risks. A comprehensive assessment of possible hazards shall be performed before planning to make some changes to the airplane´s configuration. How precise the analysis will be, depends on the cooperation between different operational departments.

Some events that can trigger irregularities include:

• Inadequate handling of dangerous goods.
• Failure of bulkheads, floor, and other cargo compartments.
• Liquid leakage affecting aircraft intern systems.
• Loose trolleys or canisters crashing into the cabin.
• Overheating of the galleys´ equipment and the in-flight entertainment system (IFE).

How frequently should the safety risk assessment take place? There is no golden rule for that. Each carrier must adjust and verify that the content of this evaluation is up to date and in compliance with current laws.

Do: Establish control measures to mitigate any associated risks

Once the threats have been identified and evaluated, it comes to the elaboration of a plan to eliminate potential hazards. The definition of control measures will vary depending on how daily operations are conducted, the characteristics of the airplane fleets, and the stand of the resources available. The Safety Alert for Operators (SAFO) recommends keeping these aspects under the radar:

• Determine accurate weight and balance parameters according to the type of cargo and storage location.
• Ensure that storing configuration does not hinder the use of emergency equipment.
• Doublecheck the availability of operational and personal protective gear.
• Strength supervision of loading and unloading sequences to guarantee freight is properly stocked.
• When handling hazardous materials, crew members and ground staff must be aware of safety precautions.
• The access to the cargo deck should be restricted to authorized qualified personnel.
• Set an action plan for potential undeclared dangerous goods that are hidden within the consignment.
• If passenger seats are not removed, verify that the electricity in all the galleys − except the front one − is switched off.

In contrast to the belly hold, modern wide-body jets do not count with dedicated fire suppression systems in the fuselage. For this reason, national regulators are requiring airlines to train cabin crew on how to perform a proper control of the shipment to prevent any eventuality.

Do: Instruct personnel on what are the approved cargo locations

Regulators restrict the stuffing of items within the passenger compartments following a standard classification. To avoid permit restrictions and operating delays, it is crucial to keep the ramp staff updated on these configuration norms. The current general guidance propounds the most adequate locations based on the type of products to be placed. However, some specific requirements can apply depending on the local normative.

The carriage of live animals or substances that pose some risk to health is only allowed in the cargo hold. Necessity goods such as medicines and humanitarian supplies can be distributed among the overhead stowage bins, closets, floor-mounted stowage, and the space under the seats. A special consideration has the transport of mail: It is not advisable to load it in the cabin unless the presence of potential hazards – chemical, electrical − has been discarded.

Good to know >> Consignment can be carried underneath the seats as long as it can be fastened with restraint bars. The mass of each piece should also not trespass the 20 lbs. maximum.

Don’t: Load unverified shipment on to passenger cabin

Due to the diversity of the nature of freight, verifying its content has become of paramount importance. The physical characteristics and chemical composition of certain products require the observation of specific handling protocols to guarantee safe transportation. The highly complex operating environment around airfreight and mail demands a constant evaluation of procedures to enhance security.

In the past, several attempts at concealing dangerous devices in consignments demonstrated that operators must focus on applying more efficient measures. An appropriate screening help to clear suspicious items. But, what happens if usual methods cannot be used due to the objects´ size and volume, or the type of packaging? It is important that stakeholders develop security protocols at different stages of the supply chain. That includes all transit points before reaching the last airport of arrival.

Don’t: Remove seats without authorization

In general, placing pallets directly on the passenger-cargo floor is only allowed with the approval of the jet manufacturer and the respective National Aviation Authority (NAA). Once the permission has been granted, operators must verify by each shipment preparation that:

• The main deck is not full of containers. The equivalent space of one complete road of seats needs to remain free at the forward and the end of the fuselage.
• The floor limits shall not be outstripped in conformity with the aircraft manufacturer manual.
• To restrain items in pallets, TSO certified nets and straps are the most suitable choice due to their deformation resistance.
• The tolerance limits within the cargo center of gravity (CG) can fall is +/- 10% of the tie-down center.

Don’t: Pile up packages on seats heavier than 110 lbs.

Making use of seating rows is restricted for boxes of up to 110 lb. So, can operators ensure that the items are secured safely, without damaging the structure of the seats. Important is here, that the mass of consignment is evenly distributed across the row. It is advisable that the CG of each package is equal or lower than the passenger one as indicated in the envelope drawing of the seat. Otherwise, it could topple if the aircraft experiences turbulence.

How does a proper attachment mechanism look like? Belts or other tie-down help to prevent dislodges during the flight. The number of restraint devices to use will depend on the strength required to keep the products steady. This could be calculated based on the load factor and the box weight. Alternatively, the seat attachment parameter specified in the airplane´s manufacturer Weight and Balance Manual (WBM) serve as a reference.

Summing up: Anything goes in without preparation!

When an airline decides to put its passenger aircraft on service for moving cargo, it must be informed about the regulatory frameworks applicable. These will differ according to the State where the airports of origin and destination are located. A good practice to comply with the norms is to execute extensive item verifications before loading anything in the main deck. Such a measure helps to discard potential unauthorized content. Facilitating regular trainings for ground staff is also essential, so that they can be aware of currently approved shipment configurations. Likewise, they shall be able to discern in which cases a manual handling can apply and when do they need the support of special equipment to avoid direct exposure with certain objects. With a proper planning strategy, carriers will reach more efficiency and make sure, flights depart on time.

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Air freight is booming: what it’s like to be a cargo pilot right now.

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As passenger air traffic has dwindled significantly amid the coronavirus outbreak, cargo flights are seeing a booming business . The reason is simple: passenger planes used to carry quite a bit of cargo in the hold (around 50% of global cargo in total) on any given flight, and now that capacity is mostly gone. That has meant cargo operators are busier than ever, and the price of air freight has shot up. Meanwhile, several airlines have decided to get in on the game by modifying passenger planes to fly cargo only – in some cases even removing most of the seats so they can pack in more. Ethiopian Airlines (which unlike many airlines has a cargo division and dedicated cargo planes) has said the carrier can survive on cargo flying alone until July if passenger numbers stay as they are now.

A cargo plane is seen arriving at Maastricht Aachen Airport amid the coronavirus outbreak. (Photo by ... [+] Frank Kerbusch/BSR Agency/Getty Images)

As a result of this surge in demand for air freight, pilots at cargo operators are the rare few in the aviation industry who are currently busier than ever. They’re also living an unusual existence: operating in and out of empty airports, and flying through near-empty airspace. Mr. Tan, a Singapore-based cargo pilot who documents his life in the air on his Instagram account , agreed to chat about the experience. (H e requested that his full name not be used. )

Tan flies the 747, something he says was a childhood dream – and he’s been pleasantly surprised that he’s still flying it after 18 years at his company.

“My main interest in this whole thing is the flying,” says Tan. “When you fly a cargo plane very often it’s just two of you, and when you do that you can do things you never do on a passenger plane. I can fly the plane by hand all the way to the top of climb. If you do that with passengers and you hit a pocket of turbulence the first thing the lawyers are going to ask is: was the autopilot on?”

And he says now, there’s more flying than ever – he’s typically on the road 24 or 25 days out of the month. More than half of the flights he’s operating are packed with medical supplies, he says. Often, the cargo on the return will be completely different. For example a flight may go out full of medical supplies, while coming back it will be full of fresh produce.

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Often he will take his 747 in one direction around the world, stopping at various cities (hence the many days away from home). Pre-coronavirus, that meant getting to stop off and see things and visit friends in various places. Now that’s all changed, though, because most destinations are exceedingly paranoid about anyone coming in from outside and potentially bringing the virus with them.

“It is a lot more complicated now,” Tan explains. “They do give us a dispensation that lets us get off the plane, but basically you have to go straight to the hotel and stay there the whole time. You’re quarantined. It’s not a great experience.”

So what is it like flying when so many of the flights that would usually be operating are grounded? Tan describes it in one word: “surreal.”

“You hardly hear anyone on the radio these days. It’s quiet up there,” says Tan. “Very often when we used to fly to a place like LA, there’d be a queue of aircraft. Now you can just go straight in.”

He described the experience on a recent pharmaceutical supply run to Australia and New Zealand. “On the departure out of Singapore we were the only other plane departing Singapore that afternoon, and after we got up in the air we didn’t hear any traffic on the radio until we hit Australia. ” Tan recalled. “On our display you can normally see all the planes that are around you and here we had maybe one or two at most.”

All of this makes flying easier, because you don’t have to enter holding patterns or slow down to fit into an arrival queue – it’s smooth sailing for the most part. But it’s also unnerving to have so little traffic around, Tan says. “As we were arriving into Sydney from about 200 miles out they said you’re cleared direct to the airport. You’d never have that on a normal day. Then normally when you leave a place like Sydney that’s very congested they’re very particular about your planned departure time. But now we could just leave any time we felt like. It’s just surreal.”

“All the planes around you are idle. They’re shut down, parked on the taxiways, all just packed like sardines on the ground. It’s actually quite a sad sight. It’s quiet in the air, it’s quiet on the ground. Most airports have a skeleton crew. You walk through a terminal with nobody there. Customs, immigration – it’s only you.”

Tan describes a somber mood throughout the industry, despite the fact that cargo pilots now have plenty of work and cargo operators are enjoying a booming business.

“If you look at the wider pilot community, people aren’t feeling good because aviation’s not in great shape, a nd it’s probably going to be a very protracted recovery, ” Tan says. He goes on to point out that even though it’s good business for now, even air cargo won’t necessarily be immune from the downturn that’s likely to follow this. “Even for us cargo pilots, right now it’s still healthy because of a lack of cargo capacity, but if we emerge from this into a recession then demand will likely dry up.”

Despite spending his work life in the air, Tan travels often with his family as well. He says like many of us, he’s looking forward to being able to travel again. Still, he says he’ll approach it carefully.

“I’ll be treating it very cautiously,” says Tan. “I think everyone wants to wait and see that things are settled down. I don’t really know when I’ll start traveling for fun again, but in order to do it I would probably want to see that there aren’t any more new COVID cases. After SARS in 2003 people only really started traveling again after four or five months, when there were no new cases.”

With luck, that won’t be too far in the future. Tan says his young daughter is impatient: “She keeps asking, why aren’t we traveling anymore?” Many of us can likely relate.

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Is It Possible To Travel On Cargo Planes?

Have you ever wondered if it’s possible to travel on a cargo plane? With the increasing popularity of air travel, it’s no surprise that some people are looking for alternative ways to get from point A to point B. 

If you’re looking for an unconventional travel experience, traveling on a cargo plane might be worth considering. But before you book your ticket, there are several factors you need to know about. 

In this article, we’ll discuss the pros and cons of traveling on a cargo plane and whether it’s a viable option for your next trip.

Yes, though it is not common practice, it is possible to travel on cargo planes for both personal and professional reasons. Cargo planes are often more affordable, as they do not need to be outfitted with the same comfort and safety features as commercial aircraft. 

Additionally, cargo flights may provide access to less-frequented destinations that are not serviced by commercial airlines. 

Finally, depending on the airline, travelers may enjoy shorter waiting times and fewer delays due to their limited passenger capacity.

However, there are some drawbacks associated with traveling via cargo plane. 

Cargo planes do not have the same amenities or standards of comfort as traditional passenger aircraft, which can make them uncomfortable for extended periods of time. 

Cargo planes are not outfitted with the same safety features as commercial aircrafts, travelers may be at greater risk of experiencing an accident or emergency during their journey. 

Finally, booking a cargo flight can be complicated due to the limited number of operators and required clearances.

If you are interested in booking a cargo plane flight, it is important to understand the requirements and restrictions associated with traveling on this type of aircraft. 

To begin, you will need to find an approved charter company that is authorized to provide passenger services on cargo planes. 

You may also need to obtain special permissions and clearances from your destination country’s government before being allowed to travel. 

Additionally, most charter companies require advance notice when booking a cargo plane flight, as they need time to arrange for the necessary clearances. 

What Are The Requirements and Permissions Required To Travel On A Cargo Plane?

Before booking a flight with a cargo airline, travelers must ensure that they have all the necessary documents for the destination country . This includes a valid passport and visa, as well as any customs or border protection declarations required. Also, check if the destination country requires additional permits or licenses.

These are usually required for the transport of hazardous materials or live animals. 

In addition, travelers should be aware of the rules and regulations governing their cargo and provide any necessary documentation to the cargo airline prior to traveling.

In order to ensure an enjoyable journey, it is important to contact your cargo airline in advance and request any information regarding travel requirements and permissions. 

Cargo airlines will be able to provide travelers with details on what documents are needed and what safety measures need to be taken. 

Are Cargo Planes Safe For Travel?

While cargo planes are subject to the same safety regulations and inspections as passenger planes, they lack the amenities and additional safety features that make commercial flights safer for passengers . Cargo planes are not designed to transport passengers, making them less safe for travel than their commercial counterparts. 

Cargo planes lack amenities such as passenger seats, airbags, and emergency exits that are essential for passenger safety. 

Furthermore, cargo planes are often used in more challenging environments such as extreme altitudes or inclement weather conditions. 

This can increase the risks of accidents and other incidents. It is also important to note that pilots flying cargo planes may have less experience operating in these conditions than those flying commercial flights.

Cargo planes may require longer runways than passenger aircraft in order to take off or land safely, meaning they may not be able to land at all of the airports you may wish to visit. 

Furthermore, cargo planes often require more time for loading and unloading materials, which can add to your travel time.

Can You Travel in Alaska Airlines Cargo plane?

The answer is yes. Alaska Airlines provides travelers with an innovative air travel solution, the 737-400 Combi aircraft . These planes are configured to transport both cargo and passengers, combining the convenience of air travel with the flexibility of freight delivery. 

With a schedule of flights operating mostly within Alaska but also to Seattle, passengers can now take advantage of this unique combination for their transportation needs.

For travelers looking to take advantage of the Alaska Airlines 737-400 Combi experience, there are a variety of options for ticketing. 

Tickets can be booked directly through the airline’s website , or through a third-party travel agent. 

All passengers must meet the same requirements as any other flight operated by Alaska Airlines, such as age restrictions and baggage limits. 

Additional fees may apply for freight and cargo services aboard the combi aircraft.

In addition to passenger tickets, Alaska Airlines also provides cargo services on these flights, allowing businesses to quickly and reliably send goods across the country. 

The cargo area of the plane is securely partitioned from the rest of the aircraft and offers superior flexibility when transporting items that don’t fit standard dimensions or sizes. 

Cargo services are subject to the same fees and restrictions as passengers. Hence, travelers should always contact Alaska Airlines directly with any questions or concerns.

Who Can Travel On A Cargo Plane?

Only authorized personnel such as pilots, crew members, and ground staff are typically allowed to travel on these planes . In very rare cases, government officials or emergency medical personnel may also be allowed to travel if there is an urgent need to transport essential supplies or equipment. 

Such travelers should keep in mind that traveling on a cargo plane can be risky due to the lack of safety features and amenities. 

Before agreeing to travel on a cargo plane, it is important that one investigate all other possible options for transportation. 

It is always best to err on the side of caution when considering traveling on a cargo plane. 

How To Prepare For Traveling On A Cargo Plane?

From packing securely and labeling luggage to bringing your own food and entertainment, there are certain considerations that need to be taken into account when preparing for a cargo plane journey. Before boarding the plane, it is important to familiarize yourself with the weight and size restrictions of luggage. 

All luggage should be clearly labeled, as this will help avoid any delays in loading or unloading your belongings. 

Additionally, it is important to secure all items tightly so they do not move during transit.

In terms of what to bring on board, it is highly recommended that passengers pack their own food, water, and entertainment for the flight. 

Not all cargo planes have catering services available, so bringing your own supplies can ensure you remain comfortable throughout the journey. 

Furthermore, dressing appropriately for the climate and conditions inside the cargo plane is another crucial aspect of preparation. 

It is recommended that travelers wear clothing that can easily layer up or down depending on the temperature inside the plane.

How Long Can You Stay On Cargo?

Depending on the flight duration, safety protocols, and availability of space on the aircraft or ship, crew members can stay onboard anywhere from 24 hours to 6 months.  However, some cases may permit longer stays, up to 12 months; such as space exploration or disaster relief operations. 

Security measures are taken onboard cargo vessels to ensure the safety of passengers and staff while they’re on board, including background checks for all personnel and regular maintenance inspections by qualified professionals. 

It’s important to be aware that anyone who spends time on a cargo vessel must follow the rules set out by their employer and abide by any legal requirements set out by the government. 

Is There A Toilet On A Cargo Plane?

The answer is yes, there is a toilet on a cargo plane. Cargo planes are designed to transport goods and sometimes even people. Hence, it is essential for cargo planes to have a restroom on board for the crew or passengers . 

The type and location of the toilet may vary depending on the size and model of the cargo plane. However, it is usually located toward the front or rear of the aircraft. 

The restroom facilities may not be as spacious or luxurious as those found on commercial passenger planes. 

They may not always be available to use during the flight due to safety regulations.

Do Cargo Planes Have Layovers?

Cargo planes do not typically have layovers in the same way that passenger planes do. This is because cargo planes are designed to transport goods and materials, rather than people. As such, they do not need to stop at airports for refueling or to allow passengers to disembark. 

Instead, cargo planes will stop at airports only to load or unload cargo, or to make necessary repairs or maintenance. 

In some cases, cargo planes may need to make a stopover at an airport due to adverse weather conditions or other unforeseen circumstances, but this is relatively uncommon. 

Overall, cargo planes are designed to be efficient and to minimize downtime, so they can transport goods as quickly and reliably as possible.

Can You Travel With Your Pet On A Cargo Plane?

In general, the answer is yes, it is possible to travel with your pet on a cargo plane. Many airlines offer this service for pets that are too large to fit in the cabin or for those traveling long distances . 

However, it is important to note that traveling on a cargo plane can be stressful for pets and there are certain requirements that must be met. 

For example, the pet must be in a secure and comfortable crate that meets airline regulations, and all necessary paperwork and vaccinations must be in order. 

It is also important to research the specific airline’s policies and fees for pet travel on a cargo plane.

Is Your Pet Safe Flying In Cargo?

While airlines have established guidelines and regulations to ensure the safety of pets in cargo, there are still risks involved. Temperature changes, turbulence, and mishandling by staff are just a few of the potential hazards . It is important to research the airline’s policies and procedures for transporting pets.

You should also prepare your pet for the experience by providing them with a comfortable carrier and familiar items. 

Additionally, it may be worth considering alternative travel options or leaving your pet with a trusted caregiver to avoid the potential risks of flying in cargo. 

Ultimately, it is up to the pet owner to weigh the risks and benefits and make the best decision for their furry friend.

Does Airplane Cargo Have Air Conditioner?

Yes, airplane cargo does have an air conditioner. In fact, it is essential for the safe transport of goods to ensure that the temperature and humidity levels are maintained within a certain range. This is particularly important for perishable items such as food, plants, and pharmaceuticals . 

Cargo planes are equipped with climate-controlled systems that can regulate the temperature and humidity levels in the cargo hold. 

The system works by circulating air through the hold and cooling or heating it as necessary. 

In some cases, the cargo may even have its own dedicated air conditioning unit to ensure that it remains at the optimal temperature throughout the journey.

In conclusion, it is possible to travel on cargo planes, but it is not a common or widely available option for the general public. Cargo planes are primarily designed and used for transporting goods, not passengers.

As a result, they do not offer the same amenities and services that are typical on commercial passenger flights. 

Moreover, cargo planes are subject to different regulations and safety standards than commercial passenger planes.

This may present additional challenges and risks for those seeking to travel on them. 

While some individuals may be able to arrange for passage on a cargo plane through specialized travel companies or as part of a military or humanitarian mission, it is generally not a practical or advisable option for most travelers.

Swati Jaiswal

Swati Jaiswal is a dedicated traveler and an even dedicated individual who specializes in travel, digital marketing, & health and fitness niches. Passport stamps and coffee stains are her badges of honor.

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Who is king of cargo-only passenger flights?

Ne year into the covid pandemic, askwaves finds out which airlines put the most mini-freighters into the sky.

When COVID decimated passenger travel last year, airlines pivoted to air cargo like never before, turning many idle aircraft into temporary freighters. It was an innovation born of necessity that helped bring in much-needed cash. 

Shippers were desperate when nearly all widebody aircraft were eliminated from service a year ago, because they carry more than 50% of total air cargo in the hold below people’s feet. Big freighters couldn’t make up the difference and airfreight rates skyrocketed. High yields convinced airlines to repurpose aircraft for cargo customers, even though passenger aircraft hold fewer goods by volume than pure freighters that can load heavy containers on the main deck.

In most cases, airlines flew cargo-only flights with shipments in the belly. But many airlines innovated further by putting personal protective equipment, clothing, toys and other lightweight boxes in the passenger cabin to increase capacity and revenue. They used special seat bags or netting to secure the boxes and also filled the overhead bins. And some airlines took more drastic steps by removing seats so they could floor-load boxes. Loading and unloading shipments in the passenger compartment is much more labor-intensive because boxes had to be hand-loaded through the narrow doors and aisles, but several carriers said the returns justified the extra expense.

So 12 months into the coronavirus pandemic, which airlines were most aggressive shifting to cargo and operated the most passenger freighters?

The winner, according to an informal FreightWaves survey of the largest international passenger airlines and company statements, is Emirates. The Dubai-based airline flew more than 27,800 flights in dedicated cargo mode, hauling more than 100,000 tons of essential supplies such as PPE, COVID-19 test kits, ventilators, vaccines and food.

Emirates, which also runs a fleet of Boeing 777 freighters, used nearly 90 passenger aircraft for cargo-specific operations at one point. 

In November, Emirates began using its giant Airbus A80 twin-deck passenger plane in select cargo charter operations. As passenger travel has incrementally picked up, the airline has gradually moved more toward its traditional model.

Qatar Airways is likely among the top three airlines in terms of cargo-only flights over the past year, but officials declined to provide a specific breakdown of freighter activity. The company said it operated more than 55,000 freighter and passenger freighter flights. It modified six 777-300 Extended Range planes by pulling the seats for extra cargo capacity.  Its fleet includes 24 Boeing 777 and two 747-8 freighters.

IAG Cargo declined to provide figures for passenger-freighter flights.

Click here for more FreightWaves/American Shipper stories by Eric Kulisch.

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How air passenger traffic impacts cargo capacity

19 / 08 / 2022.

By Bill Heaney, DB Schenker USA

Photo: Jaromir Chalabala/ Shutterstock

The airfreight industry experienced record high rates in the spring of 2020. Around 45% of airfreight is transported in the belly of passenger planes, but with passenger traffic down, about 75% of airfreight capacity was removed from the market.

The world is returning to the skies, but the effects of the pandemic still linger for the air cargo industry. Global international air cargo capacity is down 6% as of April 2022, while Asia to the Middle East to Europe is up 9% from continuous rerouting.

Several other factors are impacting air passenger traffic and cargo capacity, including the ongoing conflict in Ukraine, the skyrocketing fuel prices, the rising shipping costs, and the continued demand straining ocean and land freight. As expected, the demand for air cargo capacity is expected to continue well into 2023, and possibly longer.

Factors affecting air cargo

Following the pandemic, a sequence of events created a “perfect storm” of disruptions that impacted air cargo, all of which were interconnected and influenced by one another.

While struggling with other challenges, the Russian invasion of Ukraine had a detrimental impact on already weakened supply chains. 

To start, suppliers of essential goods  and raw materials, such as neon gas, steel, platinum, and titanium had to shut down, worsening the ongoing vehicle and semiconductor chip shortages. Crops and raw goods are short, pushing prices to increase, and the goods that can ship to the rest of the world will do so at higher costs.

On top of that, the high fuel prices are increasing the costs of travel and shipping for everyone, consumers and businesses alike. Then, the invasion forced cargo airlines to divert flights away from the region,  adding to the time and costs to ship goods.  

Both Russia and Ukraine are home to fleets with extra-large cargo capacity, and there are few options to replace them. Added to the ongoing issue of limited cargo space with passenger traffic still slow to return to normal, shipping rates may double or triple.

From the beginning of the pandemic, low air cargo capacity has been a problem for supply chains. With land and ocean cargo overwhelmed, air cargo became a viable solution, but the limitations on passenger travel and the variant strains of Covid-19 brought reduced passenger travel. With fewer passengers in the air, the bellyhold capacity is reduced, further limiting the available capacity.

Passenger freight also has limitations.  Schedules for passenger flights don’t always align with the best routes to deliver goods, passenger flights don’t always serve key cargo trade routes, and not all cargo is suitable for the payload of passenger aircraft.  

Rising shipping rates and inflation

The current air cargo situation is a confluence of many different factors, but the shipping rates are among the most noticeable. Shipping rates have been unstable since the beginning of the pandemic, but the rising fuel costs and Russia-Ukraine conflict only worsened the situation.

In addition, the economic rebound, increased consumer spending, and limited air cargo space further fuel the rising costs. Airfreight was once reserved for urgent, high-value shipments – with associated costs – but it’s now an alternative solution to the issues of truck driver shortages, port congestion, and other supply chain disruptions.

Shipping costs have a direct correlation with inflation  as well, which is expected to increase through 2022. Inflation increases about 0.7 percentage points when the freight rates double, peaking after a year. It can continue up to 18 months, however, and likely will in the current climate.

Because shipping costs increased in 2021, inflation can reach as high as 1.5 percentage points in 2022. The conflict in Ukraine will also fuel global inflation, though how much remains to be seen as the situation develops.

The conflict may cause more significant disruptions to the supply chains in the future, pushing global shipping costs and fuel costs higher, and in turn, leading to increased inflation.

Air Cargo and Passenger Air Travel in 2022

Historically, cargo capacity increased faster than its demand. Passenger air traffic was typically high compared to airfreight, which was reserved for urgent, high-value shipments.

When passenger air traffic decreased during the pandemic, along with it, cargo capacity was reduced. This demand is putting stress on supply chains, even as passenger traffic continues to rebound.

The demand for consumer and industrial goods is surging in the aftermath of the pandemic, which had a detrimental impact on the supply chain and revealed weaknesses and bottlenecks.

Cargo carriers and logistics companies relied on air freight to transport more goods without concern for congestion at ports or shortages of ocean containers , long-haul truckers, or rail cars, leading to greater demand for air freight capacity overall.

More passenger flights mean more bellyhold cargo space for freight, but this is still impacted by the Russian airspace squeeze, the circuitous routes, and the rising cost of fuel and shipping. Until those other factors level out, airfreight will be at a premium.

Managing volatility

With the ongoing issues with the global supply chain, shippers are forced to become more creative in their approach to shipping and delivering goods.

Companies are relying more on airfreight in light of current demand , and regional air cargo is becoming an established mode of shipping. Manufacturers should still consider other options like freight forwarding and third-party logistics companies, however, which can offer resilience in the midst of shifting market conditions.

For example, third-party logistics provider DB Schenker has an established network of 54 charter cargo flights that connect America, Asia, and Europe, and always searches for alternative airports for transportation.

Key takeaways

The pandemic brought unprecedented challenges and disruptions to supply chains, and the effects aren’t going away anytime soon. Even years later, we’re still struggling with the lingering impact of the pandemic and new disruptions with the Russia-Ukraine conflict, high costs, and shortages. As a result, the demand for air cargo capacity is expected to continue well into 2023. 

Bill Heaney is the chief commercial officer of DB Schenker USA, a 150 year old leading global freight forwarder and 3PL provider. Heaney is responsible for all commercial strategy and activities in the US, which is made up of over 7,000 employees located throughout 39 forwarding locations and 55 logistics centers.

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Travel on Cargo Ships: An Unconventional and Affordable Way to Explore the World

If you’re looking for an off-the-beaten-path travel experience that’s both adventurous and budget-friendly, you might want to consider traveling on cargo ships.

Contrary to popular belief, travel on cargo ships can be a viable alternative to traditional cruise ships, offering a unique opportunity to see the world while getting a glimpse of the day-to-day life of seafarers.

In this article, we’ll explore how can you travel on a cargo ship as a passenger, the ins and outs of traveling on cargo ships, including the pros and cons, how to book a trip, and what to expect during your voyage.

What is Cargo Ship Travel?

Cargo ship travel, also known as freighter travel, is a mode of transportation where passengers book a cabin on a commercial cargo ship and join the crew on their journey. This type of travel allows you to visit new destinations, experience life at sea, and enjoy a slower pace of life.

Cargo ship travel has a long and fascinating history that dates back to ancient times. Throughout history, ships were primarily used for transporting goods, but as time passed, they became a popular mode of transportation for people as well.

In the late 19th century, passenger liners started to become popular, offering luxurious amenities for travelers crossing the Atlantic. However, as air travel became more common in the mid-20th century, passenger ships began to lose popularity, and cargo ships became the dominant vessels on the seas.

Despite the decline in the popularity of passenger ships, travel on cargo ships has continued to be a niche way to travel for adventurous and curious travelers.

It offers a unique opportunity to experience life at sea, interact with the crew, and explore destinations that are often off the beaten path. In recent years, cargo ship travel has experienced a revival, with more and more travelers seeking a slower, more authentic way to explore the world.

Discover the rich history of cargo ship travel and how it has evolved from its origins as a mode of transporting goods to a unique and authentic way to explore the world.

The Benefits of Traveling on Cargo Ships

When it comes to traveling, there are a lot of options available. From traditional cruises to budget airlines, the possibilities can be overwhelming. However, one option that often gets overlooked is traveling on cargo ships. While it may not be the most convenient way to see the world, there are a number of benefits to choosing travel on cargo ships for your next adventure.

Unique Experience

One of the biggest draws of traveling on a cargo ship is the unique experience it offers. Unlike traditional cruises, where the focus is on entertainment and relaxation, cargo ships offer a chance to see the world from a different perspective. As a passenger on a working ship , you’ll get a glimpse into the daily routines of the crew, the challenges of life at sea, and the sights and sounds of the ocean.

Another major benefit of cargo ship travel is affordability. While luxury cruises and air travel can come with hefty price tags, traveling on a cargo ship is often much more budget-friendly.

Depending on the route and season, a one-way trip on a cargo ship can cost anywhere from $50 to $150 per day, with the average trip lasting between 10 and 30 days. The cheapest cargo ship travel is available in Northern Europe and the Mediterranian sea. There is plenty of regular short sea connections, for example, routes starting in Hamburg or Rotterdam to the UK or Norway are just 7 days and are under 1000$ per person.

Additionally, the cost of the trip usually includes meals and accommodations, making it a great value compared to traditional cruises or air travel.

Flexibility

Traveling on a cargo ship also offers a high degree of flexibility. Unlike scheduled flights or cruises, cargo ships typically have more flexible departure and arrival dates, allowing you to plan your trip around your schedule. Additionally, because cargo ships often stop at multiple ports along the way, you can choose to stay on board for the entire voyage or get off at any point along the route.

However, you should be familiar with the shipping industry which often meets delays due to unexpected reasons, mainly, during loading operations and weather. In most cases, containership lines are the least affected cargo ships.

Cultural Immersion

Another advantage of cargo ship travel is the opportunity for cultural immersion. As a passenger on a cargo ship, you’ll have the chance to visit ports that are off the beaten path, getting a glimpse into local cultures and customs that you might not experience on a more traditional vacation. Whether it’s trying new foods, exploring local markets, or meeting new people, cargo ship travel can offer a truly immersive travel experience.

Sustainability

Finally, traveling on a cargo ship can be a more sustainable way to travel. While air travel and cruises are known for their high carbon footprints, cargo ships are a more environmentally-friendly option.

Because cargo ships are already making the journey regardless of whether or not there are passengers on board, choosing to travel on a cargo ship means that you’re not contributing to additional emissions or environmental impact.

How to Book a Journey and Travel on Cargo Ships?

Booking a journey on a cargo ship is relatively straightforward. Here’s a step-by-step guide to help you through the process:

• Research cargo ship companies: Start by researching different cargo ship companies that offer passenger services. Look for companies that offer routes that interest you, and compare prices and amenities.
• Choose a route: Once you have found a few cargo ship companies that interest you, choose a route that fits your travel plans. Consider the duration of the journey, the destinations, and the time of year.
• Check availability: Contact the cargo ship company to check availability on your chosen route. Some cargo ships only accept a limited number of passengers, so it’s important to book in advance.
• Make a booking: Once you have confirmed availability, make a booking for your journey. Be sure to provide all required information, including your personal details, travel dates, and payment information.
• Prepare for your journey: Once your booking is confirmed, start preparing for your journey. Make sure to research the cargo ship you’ll be traveling on, including the conditions on board, what to bring, and what to expect during your journey.
• Enjoy your journey: Finally, sit back, relax, and enjoy your unique and unforgettable cargo ship travel experience. With its cost-effective prices, off-the-beaten-path destinations, and slow-paced lifestyle, cargo ship travel is a truly unique way to explore the world.

What Are Examples Of Companies Offering Traveling On Cargo Ships?

There are several companies that offer passenger services on cargo ships, here are a few examples:

• Freighter Expeditions : Freighter Expeditions offers passenger services on a variety of cargo ships, with routes spanning across the world.
• Cargo Holydays : France Cargo Ship Travel company offers a unique and authentic way to explore France and other destinations around the world via commercial cargo ships. With a focus on personalized service and cultural immersion, France Cargo Ship Travel is a top choice for adventurous travelers looking for a slower and more meaningful way to experience the world.
• Freighter World Cruises : Freighter World Cruises is an American-based company that offers passenger services on a variety of cargo ships, with routes spanning across the world.
• Sea Swift : Sea Swift is a unique travel company that offers passengers the opportunity to experience life on a commercial cargo ship while exploring the stunning waterways of the Coral Sea and the Torres Strait. Their flagship vessel, the MV Trinity Bay, transports vital supplies to several communities in Australia, providing a glimpse into the daily lives of locals. With its award-winning cruise operation and plans to expand to other remote areas of northern Australia, Sea Swift offers a truly unforgettable adventure for those seeking a unique and authentic travel experience.
• Cargo Ship Voyages : a premier provider of passenger services on travel on cargo ships, offering unique and affordable travel experiences to destinations worldwide. With a focus on safety, comfort, and personalized service, Cargo Ship Voyages is a top choice for adventurous travelers seeking a one-of-a-kind way to explore the world.

These are just a few examples of the many companies that offer cargo ship travel. When researching, make sure to consider your destination, budget, and travel preferences to find the best company for your needs.

Traveling on a cargo ship can be a unique and rewarding experience for those seeking a different type of travel adventure. With its cost-effective prices, off-the-beaten-path destinations, and slow-paced lifestyle, cargo ship travel offers a truly unforgettable experience. However, it’s important to be aware of the limited amenities, rougher seas, and long journeys that come with this mode of transportation. By properly researching and preparing, you can ensure that your cargo ship journey is a success.

How much does it cost to travel on a cargo ship?

The cost of cargo ship travel can vary depending on the route, duration of the journey, and the company you choose. On average, cargo ship travel can cost anywhere from a few hundred to a few thousand dollars per person.

Can you bring your family with you on a cargo ship?

Yes, cargo ship travel is suitable for families with children. Some cargo ship companies even offer special rates for children.

Is it safe to travel on a cargo ship?

Yes, cargo ships are equipped with safety equipment and trained crew members to ensure the safety of passengers. However, it’s always a good idea to research the safety record of a particular cargo ship company before booking your journey.

Can you work on a cargo ship while traveling?

Yes, some cargo ship companies offer work opportunities for travelers. This can include jobs such as working in the kitchen, assisting with cargo operations, or helping with maintenance tasks.

Are there any restrictions on what you can bring with you on a cargo ship?

Yes, cargo ships have restrictions on what passengers can bring with them. This can include restrictions on the number of bags, the size of bags, and the type of items that are allowed on board. Before your trip, make sure to research the restrictions for the specific cargo ship you’ll be traveling on.

About the author

I worked as an officer in the deck department on various types of vessels, including oil and chemical tankers, LPG carriers, and even reefer and TSHD in the early years. Currently employed as Marine Surveyor carrying cargo, draft, bunker, and warranty survey.

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How do the working lives of cargo & passenger pilots compare.

A quick look shows the career path and working life is remarkably similar.

Theoretically, all commercial pilots fly passengers and cargo. Airline pilots often have cargo on board beyond that of the luggage for their passengers, and cargo pilots often have passengers – employees of the operator or other operators being transported on company business or crew members jump seating.

But are there differences between the career path and working lives of passenger and cargo pilots?

The training and experience required for cargo operations are nearly the same as for passenger operations. Both require a first-class medical certificate. Both require an Airline Transport Pilot (ATP) certificate, leveling the field on required flight time. In passenger operations, pilots will typically gain experience at a regional airline before looking to make a move to a major airline.

Major airlines tend to be more selective and require flight time often well above Federal Aviation Administration -mandated minimum flight hours. This also holds true for cargo operators, where several cargo pilot jobs exist for pilots with fresh ATP certificates. The top cargo operators are more competitive and require flight time well above ATP minimums.

Compensation

Pilot wages have risen steadily as the world grapples with a shortage of qualified pilots. The compensation resulting from supply and demand has benefited both passenger and cargo pilots. While total compensation packages vary with benefits, work rules, and other factors, monetary compensation for passenger pilots and cargo pilots is similar.

Interested in other key aviation issues? Check out Simple Flying's Guides .

The aircraft types flown by passenger pilots are largely similar to cargo pilots, especially when comparing major mainline passenger carriers and cargo operations, though there are some differences. Two differences stand out, though. First, pilots flying passengers at the regional airlines won’t likely find their airplane type operating at a cargo carrier, as those regional aircraft types are designed for specific missions.

Second, you will see older aircraft types, such as the McDonald Douglas MD-11 or Boeing 747, still operating in cargo service but no longer in passenger service. If you desire to fly those aircraft types, cargo is the place to be.

Work schedule

The work schedule shows the starkest differences between the work lives of passenger and cargo pilots. Many in or close to the aviation community assume that most cargo operations are conducted at night and that cargo pilots almost always fly at night. While cargo pilots fly more at night than their passenger-flying peers – the red-eye or transoceanic flight notwithstanding - various day or night flying is available in many cargo operations.

Passenger pilots tend to work on 3 or 4-day trips, leaving home on the first day and returning home on the last day, operating a couple of flights per day in between. Cargo pilots are often gone for longer stretches of time but also home for longer periods in between assignments. This can be part of the appeal of cargo operations for pilots. But that could come at the expense of work rules, as not all cargo operators are subject to the flight duty periods and minimum rest rules of Part 117.

The path to the job, the requirements for the job, the compensation, and the type of aircraft flown are often very comparable for passenger pilots versus cargo pilots. But the work schedule and nuances of daily tasks do diverge. Ultimately, though, the career paths and working lives of cargo pilots and passenger pilots are remarkably similar.

American Airlines changes pet policy, allows passengers to bring carry-on with pet carrier

Good news for pet owners! American Airlines is relaxing its pet policy and allowing those who travel with their animal companions to bring a full-size carry-on too, along with the pet carrier.

"On flights with American you can bring one pet carrier as a carry-on if: You pay the carry-on pet fee; Your pet stays in the pet carrier and under the seat in front of you the entire flight," says American Airline's on their website , adding that passengers can also bring "one additional item on board with your pet," which can be a personal item like a purse or small handbag or a carry-on bag that fits in the overhead bin and meets the airline's requirements .

"Remember, you can only bring one with your pet carrier, not both," says American.

Earlier, travelers with pets were only allowed to bring a small personal item, that could fit under the seat if they were bringing their pet onboard. Anything bigger than that, like a carry-on, was required to be checked for $35. Alternatively, pet owners could put their pet in the cargo hold if they wanted to bring a bigger item with them on the flight.

However, there has been no change in fees required to bring a pet onboard. That remains fixed at $150, as per the American Airline's website. Meanwhile, pet strollers are still required to be checked in and all checked bag fees apply.

Learn more: Best travel insurance

American Airlines did not immediately respond to USA TODAY's request for comment and what prompted the relaxation in policy.

Flying with a dog? Here’s how to ensure a smooth flight for your pet

Traveling with pets

Even with the relaxation in policy, experts advise thoughtful planning and research before traveling with pets and considering factors such as choosing a pet-friendly airline, insurance and preparing your pet for the journey ahead of time.

Every airline has its own guidelines for traveling with pets and the websites for domestic carriers like Southwest , JetBlue , American , Alaska , United and Delta each spell out what pets can travel where and the requirements for a carrier that can fit under the seat.

There are limitations on the number of pets a passenger can travel with on different aircrafts and travelers are advised to go through the airline policies before making their travel plans and booking tickets.

Similarly, country-based restrictions also apply, and travelers are advised to understand pet-entry requirements for their destination county when traveling abroad.

Saman Shafiq is a trending news reporter for USA TODAY. Reach her at [email protected] and follow her on X, the platform formerly known as Twitter @saman_shafiq7.

Alaska Airlines Boeing jet experiences flooding, turns around during flight from Hawaii to Anchorage

A n Alaska Airlines flight from Honolulu to Anchorage had to turn around after a malfunctioning bathroom sink flooded the cabin of the Boeing 737 Max 9 jet, according to reports. 

The flight took off at 10:16 p.m. Friday, according to FlightAware. When the water began leaking about 90 minutes into the flight, the captain of Alaska Airlines flight 828 decided to turn around, according to the DailyMail. The plane landed back at Daniel K. Inouye International Airport two hours and 18 minutes after initial takeoff. 

"There was probably two to four inches of standing water that swooshed out as soon as you opened that front door of the lavatory," flight passenger Dustin Parker told KTUU-TV. I would say an hour and a half into the flight is when we noticed the water and it was significant. The entire floorboards of that airplane [were] completely wet."

Video shared by Parker shows a flight attendant throwing paper towels on the plane's floor in an attempt to mop up the water. The center aisle can be seen glistening from what appears to be the front of the plane all the way to the back. Eventually, the paper towels are swapped out with what looks like blue blankets. 

AMERICAN AIRLINES PLANE TURNS BACK AROUND TO AIRPORT MID-FLIGHT DUE TO CARGO DOOR CONCERN

"We apologize to our guests for the inconvenience this caused and commend the crew for their actions to ensure the well-being and comfort of our guests," Alaska Airlines said in statement to FOX Business.

READ ON THE FOX BUSINESS APP

Flights from Honolulu to Anchorage are usually about six hours in length, according to FlightAware. The flight had to be canceled due to lack of aircraft for a swap, but impacted passengers were "reaccommodated on alternative flights," the airline said.  

Both Alaska Airlines and Boeing have been in the headlines following a midair blowout during a January flight. Alaska Airlines flight 1282 made an emergency landing Jan. 5, shortly after taking off from Oregon’s Portland International Airport , when a door plug blew off the jetliner as it was ascending for a trip to California.  

No injuries were reported on the plane, which was carrying 171 passengers and six crew members at the time.

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CLICK HERE TO READ MORE ON FOX BUSINESS  

The blowout prompted the FAA to ground similar Boeing 737 Max 9 jetliners for inspections. The grounding resulted in thousands of flight cancellations.

Last month, passengers who had been on the Alaska Airlines flight with the door plug blowout midair received a letter from the FBI that they may be a "possible victim of a crime."

FOX Business' Stepheny Price, Haley Chi-Sing and Daniella Genovese contributed to this report. 

Original article source: Alaska Airlines Boeing jet experiences flooding, turns around during flight from Hawaii to Anchorage

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Cargo Airline Sends New Boeing 767 Freighters Directly to Storage

The decision represents the latest case of an all-cargo airline throttling back on fleet expansion plans made during the COVID crisis when a shortfall in shipping capacity sent rates through the roof and made freighters valuable assets.

Northern Air Cargo, which serves communities in Alaska from its base in Anchorage, lost $12 million in the 12 months ended Sept. 30, according to data on airline performance metrics compiled by the U.S. Bureau of Transportation Statistics.

The three companies are part of privately held Saltchuk, a diversified freight transportation, logistics and energy distribution conglomerate based in Seattle. In 2021 and 2022, Saltchuk's leasing subsidiary bought seven used Boeing 767-300 passenger jets and has been sending them to Boeing partner sites in China and Singapore to modify into main-deck freighters for the cargo airlines.

NAS Aircraft Leasing Co. (NALC) received two 767-300 converted freighters from Boeing in January and April and moved them to a storage facility until market conditions improve, Saltchuk spokeswoman April Spurlock said in an email message.

Aircraft tracking site Flightradar24 shows the planes are being stored in the desert at Roswell Air Center in New Mexico.

The two new cargo jets will eventually replace aircraft the company will return in the near future when their lease ends. Saltchuk currently leases three 767s from Cargo Aircraft Management, part of Air Transport Services Group ATSG , according to aviation analytics firm Cirium. A decision on when to place the new 767s into service will depend on several factors, including market conditions in the Caribbean and in Central and South America, where StratAir operates, she added.

StratAir is an airfreight logistics provider that charters airlift from NAC. It currently utilizes four 767 freighters operated by NAC.

NAC operates 16 aircraft among the three Saltchuk Aviation companies: nine Boeing 737-300/400 Classics, a newer 737-800 and six 767-300 medium widebodies. The company swaps aircraft among carriers as needed. One of the 767s flying for StratAir out of Miami to places such as San Juan, Puerto Rico, and Lima, Peru, for example, is borrowed from Aloha Air Cargo.

Aloha Air Cargo, which had a profit of $30 million in the fiscal year that ended Sept. 30, operates inter-island routes in Hawaii and to Seattle and Los Angeles. On a combined basis, Aloha and NAC posted $18 million in net income for fiscal 2023.

NALC has taken delivery of six converted freighters so far. It has not started work on the seventh Boeing conversion yet, and there is no firm date to do so, said Spurlock.

There are costs to keep an airline dormant, such as storage, regular maintenance to ensure electrical and hydraulic systems don't deteriorate, and special maintenance service when a plane is reactivated. But industry professionals say it is cheaper to ground an aircraft than operate it if load factors are low.

NAC also laid off three administrative personnel as part of its effort to reduce costs, said Spurlock.

Saltchuk Aviation and Northern Air Cargo aren't alone in feeling the consequences of the freight recession in 2022-2023.

Miami-based Amerijet, which competes with StratAir, recently went through a restructuring with new ownership and returned six Boeing 757 converted freighters to lessors less than two years after acquiring them. FedEx Express is parking a portion of its fleet because of soft parcel demand. Canada's Cargojet abandoned plans to acquire eight Boeing 777s and convert them for cargo. Air Canada backed out of a deal with Boeing for two 777 factory freighters. GlobalX, a startup charter operation in Miami, is concentrating fleet expansion on the passenger side of the business, rather than cargo. And Air Transport Services Group has sharply cut back on capital expenditures and postponed sending some aircraft to conversion sites.

The post Cargo airline sends new Boeing 767 freighters directly to storage appeared first on FreightWaves .

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Seeing the total eclipse from 33,000 feet

Despite the pilot’s best efforts, delta’s eclipse flight didn’t offer passengers the best view of totality.

Update: Days after this story published, Delta Air Lines said flight 1010 veered off the path of the totality when air traffic control denied requests to make special maneuvers intended to give passengers the best view.

SOMEWHERE OVER ARKANSAS — As skywatchers gathered across North America on Monday to peer up at a total solar eclipse, a plane full of Delta Air Lines passengers hoped to get a unique view from above the clouds.

But despite the efforts of the pilots on the route from Dallas to Detroit, a glimpse of totality proved elusive for many of the people who had reserved a spot on a flight that promised special maneuvers to get everyone a peek.

Passengers crowded near windows as the plane made a series of turns. However, the angle of the sun in the sky through much of the flight meant it was difficult to see much at all without craning your neck. Questions of “Did you see it?” bounced around the plane.

Kyle Carter, 40, a stay-at-home dad and private pilot from Orlando, said he didn’t see much of the actual eclipse during the flight, but he was happy with what he experienced.

“What I wanted to see, more than the actual eclipse itself, was just the shadow racing toward us from behind,” he said. “I did see that. You could see the darkness come towards us.”

Attorney Scot Kees and his daughter Gabrielle, 8, came from Atlanta for the flight. He said they “got a sliver” of the eclipse.

“Even though we didn’t get it completely, it was a fun community experience,” he said. He pointed out that clouds were an issue for many on the ground, so he’s not sure he would have seen more if he’d traveled somewhere else. “I’m glad we got to see what we did.”

2024 total solar eclipse

Before people on the plane flew into a few minutes of totality, the lights were dimmed and the sky outside grew darker. Flight attendants and the pilot offered a couple of heads-ups. Seat-back screens showed the scenes elsewhere along the path of totality, including Mexico, then Texas and up through Indianapolis.

Passengers got a bag of swag that included “solar eclipse” Sun Chips, a Moon Pie, eclipse glasses, and Delta-branded socks and hat that said “climbing the cosmos.”

Captain Alex Howell said in an interview after the flight landed that he didn’t look at the sun during the flight, but saw the sky turn into a “dark version of dusk.”

“The city lights came on because of the darkness,” he said.

In the lead-up to the eclipse, several airlines publicized their best-chance flights for a prime viewing spot, with more than two dozen crisscrossing the country on Delta, United, Southwest, Alaska and other operators. They were careful to include caveats and make no promises.

“While Delta flight plans have been designed to maximize time within the path of totality, this is subject to change due to factors outside of Delta’s control such as weather and air traffic control that could impact timing and aircraft,” the airline warned.

Delta operated two dedicated eclipse flights from Texas on Monday, including one from Austin. On the flight from Austin to Detroit, a couple wearing eclipse shirts got engaged after passing through totality.

“Everyone was clapping and yelling and just really happy for them,” said Delta spokeswoman Catherine Morrow, who was on the flight. The captain piped up from the flight deck to ask the outcome.

In Dallas, the airport scene was festive Monday morning. Passengers walked under a celestial-themed balloon arch to board, airline representatives handed out glasses and a Yorkie named Delilah posed for photos with her humans.

“It’s her first eclipse, how could she miss it?” said Alan Goldberg, 70, an attorney who lives in New York City and Florida. Monday was Delilah the dog’s second birthday.

Thomas Iwinski, a 34-year-old meteorologist from Detroit, flew to Dallas Monday morning to get on the flight back home that would transport passengers along the path of totality. He described the mood at the gate as “ecstatic, joyful, elated.” He rented a home in Tennessee for the 2017 eclipse but didn’t want to take a chance on clouds this time.

“It’s definitely going to be something that I’ve never experienced before,” he said.

The airline had been planning for the flights for months.

In October, an operations planning staffer mentioned the upcoming eclipse. That led to some brainstorming and spitballing, said Chris Clisham, a flight superintendent at the airline, in a phone interview.

“And dot dot dot, here we are,” he said.

The logistics sound like an SAT word problem: If the plane is traveling at 400 mph and the moon’s shadow is racing at 1,600 mph, where will they overlap? And for how long? Throw in the angle of the sun while you’re at it.

“Fortunately, even though I am a math major, I didn’t have to bring any trigonometry into this equation,” Clisham said. Flight-planning software did the heavy lifting.

The airline first announced an Austin-to-Detroit flight in mid-February, describing it as “specifically for umbraphiles to be able to spend as much time as possible directly within the path of totality.” That flight sold out in a day, so Delta quickly added another one, this time from Dallas.

Jamie Larounis, a D.C.-based travel industry analyst with UpgradedPoints.com , had no special plans to see the eclipse. He was intrigued by Delta’s first flight, but it sold out before he could snag a seat. Then he saw a news release about the Dallas flight.

“Within 30 seconds, I had it booked,” he said. “I dropped everything.”

Before the flight, he said, he dropped 107,500 airline miles to book a first-class seat on the left side of the plane, equivalent to about $1,149. Anyone who heard about the plan assumed he has an extreme interest in eclipses, but he said he is more of an aviation buff.

“They all think I’m some sort of meteorologist, am I some sort of physics whatever,” said Larounis, 34.

Melanie Elliott, 36, of Chapel Hill, N.C., was disappointed to have missed the Austin flight so she leaped at the chance to fly out of Dallas. An astronomy fan who got a degree in physics, she was wearing astronaut earrings, a solar system necklace and a star and moon ring. After the flight, she said the view of totality — as she “was like laying on the right side of the seat” to try to see — was “a little disappointing.” She said she’ll watch her next eclipse from the ground.

But there was one huge perk for her: Astronaut Scott Kelly spoke at a post-flight party in Detroit and posed for pictures with passengers.

“Scott Kelly touched my moon tattoo,” Elliott said. “Kind of worth it.”

During the last eclipse visible from North America, in 2017, photographer Jon Carmichael tried to win a spot on a special Alaska Airlines flight so he could photograph the eclipse from the sky. He lost out, but pored over flight schedules and compared them with the eclipse path to find a Southwest flight from Portland, Ore., to St. Louis.

With the help of the pilots — one of whom even cleaned the window outside Carmichael’s seat before taking off — he took about 1,200 photos that formed an iconic photo mosaic documenting the eclipse.

Carmichael, who has also photographed an eclipse from land, said there are pros and cons to being in the air. The experience on the ground is more immersive; there are temperature changes, reactions from wildlife and the view is not obstructed by parts of a plane.

But in the sky, clouds are much less likely to get in the way. And, he said, it’s possible to see the moon’s shadow moving across the earth on the ground — a view unavailable to eclipse watchers for most of human history.

“We’ve only been flying as a human race for a little over 100 years; that’s only the blink of an eye,” he said. “It really gives you a sense of the scale of the universe that we’re part of this huge incredible celestial system where you actually can see the moon’s shadow being cast onto the Earth, moving across the Earth.”

A total solar eclipse passed across the United States on Monday, April 8. See photos and videos from the path of totality and read our reporters’ coverage from scenes across the nation .

Looking ahead: Missed this one? The next eclipse visible in the United States won’t be until 2044 — and then we’ll see another shortly after in 2045. If you did watch this eclipse but without proper eyewear, here’s what to do if your eyes hurt .

The science: This eclipse appeared especially dramatic because the sun was at its most active period in two decades. In the past, solar eclipses have helped scientists learn more about the universe . Here’s everything else to know about the solar eclipse.

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I’m a flight attendant — these are the 6 ‘green flag’ traits i wish every passenger had.

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She’s hoping these good behaviors take off.

An American Airlines flight attendant is sharing six passenger “green flags,” which are positive actions that can help make a plane ride smooth.

“I feel like I say a lot about, like, the negative experiences that I have with passengers, but some of y’all are really cool,” Destanie Armstrong extolled in a trending TikTok last week.

Armstrong said she appreciates when flyers greet her as they board; when they’re considerate about overhead bin space; when they quickly give their beverage order; when they ask permission to be in the galley, where food and drinks are prepared; when they have good manners; and when they avoid flirting if they’re married.

Greeting the flight attendant

“We always say, like, ‘Good morning and welcome,'” Armstrong explained. “A lot of people will just ignore us. I love when a passenger asks how we’re doing or, like, stuff about our day.”

Acceptable questions include: Are you on a trip? Are you going to have a layover?

“It feels like I’m actually connecting with people,” Armstrong reasoned. “I thought with this job that I would connect with people a lot more.”

@destanieaaa GREEN FLAGS #passengers ♬ Yacht Club – MusicBox

Making room in the overhead bin

Placing your bag in the overhead bin in such a way that makes room for other passengers’ luggage is what Armstrong considers a “little considerate act.”

“It really sucks for the people that come on last — they have to check their bag because the overhead bin space isn’t utilized properly,” she noted. “So I love when people are just considerate and help us out a little bit.”

Giving a drink order in a timely manner

When flight attendants come around to collect drink orders, be sure to take out your Airpods or pull down your headphones — and be prepared.

“The people that are just, like, I walk up and they’re like, ‘I’d like a ginger ale, please’ — they make our life so easy,” Armstrong praised. “Or just knowing what you want in general, like, ‘I would like a coffee with three creams and three sugars’ because when we have to do beverage service really fast, we’re serving like 200 people and there’s going to be at least five people that say, ‘What do you have?’ and you have to explain everything.”

Asking to be in the galley

Be sure to respect flight attendants’ workspaces.

“You’ll be shocked at how many people would just walk in [the galley], don’t acknowledge us, will stand there without saying anything to us, or start stretching on our emergency exits. I’m like, ‘Ma’am, please stop doing Pilates on our emergency exits,’ and then they get mad,” Armstrong recalled.

“But there’ll be times where people are like, ‘Hey, my legs are hurting, do you mind if I stretch back here for a couple minutes?’ I’m like, ‘100%, thank you for asking.’ Or if someone’s waiting for the bathroom, they’re like, ‘Hey, do you mind if I stand here?’ I’m like, ‘Yeah, of course.'”

Having good manners

Good manners, especially exhibited by kids, go a long way in Armstrong’s book.

“Especially the bratty ages — like if a 10-year-old is like super sweet, I’m like, good job parents,” Armstrong gushed. “There are so many bratty kids these days that are like, ‘I want a Sprite.’ The parents are like, ‘Yeah, he’ll take a Sprite, and we’ll take a Coke.’ And I’m like, ‘OK, please. Thank you. Hello.’ When kids are well-mannered, I’m literally like, I think I do want kids.”

Not flirting if they are married men

If you’re wearing a wedding ring, you’re not going to land Armstrong’s affections .

“Lastly, I love when a married man is not too friendly with us. I have not been hit on many times working — the times that guys have tried to chat me up, they’ve always had a ring on their finger, which literally makes me so upset,” Armstrong recounted.

“Complimenting me or asking if I’m gonna be laying over in the same place that they’re gonna be laying over, what I’m gonna be doing on my layover, which that’s not bad, but it’s the vibes,” she declared.

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Flying with pets? Here's what to know.

By Anne Marie Lee

Edited By Alain Sherter

Updated on: April 6, 2024 / 10:08 AM EDT / CBS News

Thinking of taking your dog or cat with you the next time you fly? For a growing percentage of the 90.5 million pet owners in the U.S., the answer is yes. But while the notion of boarding a plane with your pet may seem simple, the rules and restrictions around traveling with an animal can be confusing. 

Eight major U.S. airlines allow pets to fly in-cabin as carry-ons. But flying with your pet takes research and planning, as pet policies vary from airline to airline, are steeped in restrictions, and are limited to specific countries and cities. You'll also have to pay an extra fee for your pet ranging from $95 to $200, depending on the airline and where you're flying. And restrictions often change.

For example, American Airlines  recently revised its policies  so passengers flying with pets may also bring one full-size carry-on or personal item. But the carrier prohibits carry-on pets on transatlantic and transpacific flights. Here's what you need to know when considering taking your fur baby with you on a plane.

Cargo, check-in or carry-on?

Most airlines offer three options for transporting animals: cargo, check-in or carry-on. But if your pet is larger than a bread box, your options are limited to the cargo or baggage check-in options, with very few exceptions. 

Given that large canine breeds such as Labrador Retrievers, German Shepherds and Golden Retrievers are among the most popular dogs in the country, the size restriction for in-cabin pet travel can be a major frustration for those who would rather not fly at all if that means putting their pet in cargo. 

A 2023 Forbes Adviser survey of 10,000 U.S. dog owners found that 33% of respondents fly with their pets, while 37% listed not being able to bring their dog on a plane as their biggest annoyance. (You can learn more about the differences between cargo, check-in and carry-on options  here , including warnings about the  dangers  involved when pets travel in the cargo hold.) 

Carry-on pets

Even for pet owners whose animals are small enough to fly as a carry-on, traveling is no breeze.

"When I fly with him I have to go to the desk," Margaret Rauch, 44, told CBS MoneyWatch, referring to her 15-pound poodle mix, Soda. The New York City resident has taken Soda on dozens of flights to St. Croix in the U.S. Virgin Islands, where Soda, now 4, was being fostered by a friend after being found as a stray puppy in 2021. 

In addition to calling the airline in advance to register her dog for a flight, Rauch has to check in at the counter whenever she's traveling with Soda, so the airline agent can confirm her dog and pet carrier conform to the in-cabin pet requirements and that the flight hasn't already met its pet maximum. 

Rauch, who said she would never consider putting Soda in cargo, applauded American Airlines' new policy, while noting that in her experience the one carry-on rule was rarely enforced. 

"I feel the price is already high for what I get. Even with AA's rule change, I lose the underseat space," she said. "My dog creates no extra work for anyone."

Despite the added preparation, paperwork and hassle involved in flying with Soda — not to mention the unfriendly looks she occasionally detects from fellow passengers at the sight of her pet carrier — Rauch said, "It's absolutely worth it." 

Asked how the experience could be improved, she pointed to early boarding for pet owners as something that would help.

"If you can get in early, get a seat and settle down, that is an accommodation I don't expect to see anytime soon but I think it makes sense," Rauch said.

Safety and comfort

For the many Americans who see their pets practically as family members, one of the most challenging aspects of flying is ensuring their animal's comfort and safety. 

"The increasing humanization of pets, which involves treating them as part of the family rather than as mere animals, has increased the demand for pet travel services that are of high quality and can be customized to meet the specific needs of each pet," LinkedIn reported in December.

Among other tips, the U.S. Department of Transportation  and animal experts recommend that you not feed your pet four to six hours before a flight and limit their water intake. Others also suggest keeping bottled water on hand at all times. Additionally, most airlines require certain vaccination and vet certification that your pet is healthy enough to fly. Individual countries also have their own requirements for pets to enter.  

Not surprisingly, some airlines do better than others at handling pets. One of the best-rated carriers for pet travel is Alaska Airlines, which has repeatedly topped rankings, such as NerdWallet's Most pet-friendly airlines of 2024.  In recent years, the airline also has maintained one of the industry's lowest incident ratings, according to Veterinarians.org. United Airlines and Delta are among the airlines with the highest incident rates, according to the pet information website. 

On Rauch's first plane trip with Soda traveling home to New York, a layover in Miami led to the flight sitting on the tarmac for two hours. Calming treats are something that helps keeps her dog relaxed on flights. She also withholds Soda's food and limits his water intake up to five hours before a flight, which is also helpful given that he doesn't like using pet relief areas, which she said generally smell of urine and can be overwhelming for dogs. Flights between New York City and St. Croix are generally under six hours. 

"I'm not sure how I'd handle a flight to Singapore," Rauch said.

Here's a rundown of U.S. airlines' pet travel policies, along with fees and and restrictions:

Alaska Airlines

Pet fee: $100

Pets allowed: Dogs and cats are the only pets allowed in-cabin on international trips and flights to Hawaii. Domesticated rabbits and small household birds are allowed as carry-on on domestic flights.

Destinations: Domestic and international, with additional requirements and documentation required for  pets traveling to Hawaii  or  internationally .

See Alaska's full pet policy here .

American Airlines

Pet fee: $150

Pets allowed: Dogs, cats

Destinations: 

• Within the 48 contiguous U.S.
• The U.S. and Canada*
• Puerto Rico

*Additional special restrictions may apply. See American's full pet policy  here .

Pet fee: $75-$200, depending on destination

Pets allowed: Dogs, cats, household birds

Pet friendly destinations: 

• U.S., Virgin Islands and Puerto Rico
• International destinations with the exception of Australia, U.K., Republic of Ireland and others .

Pets are not permitted on flights to Hawaii. See Delta's full pet policy here .

Frontier Airlines 

Pet fee: $99

Pets allowed: Dogs, cats, rabbits, guinea pigs, hamsters and household birds

Destinations: Domestic flights and international flights to and from the Dominican Republic and Mexico.

See Frontier's full pet policy here .

Pet fee: $125

Destinations: Domestic and international. See exceptions for international flights here .

See JetBlue's full pet policy here .

Southwest Airlines

Pet fee: $125 per pet carrier on the U.S. mainland; $35 per pet carrier between Hawaiian Islands

Destinations: Domestic U.S. flights only. For travel to Puerto Rico, specific requirements may  apply . For Hawaii travel, see rules and regulations here.

See Southwest's full pet policy here .

Spirit Airlines

Pets allowed: Dogs, cats, birds (with the exception of flights to or from Puerto Rico and the U.S. Virgin Islands) or rabbits (with the exception of flights to or from Puerto Rico and the U.S. Virgin Islands).

Destinations: Domestic flights including Puerto Rico and St. Thomas, U.S. Virgin Islands

See Spirit's full pet policy here .

United Airlines

Destinations: Domestic and international flights with a list of exceptions. United does not allow pets to fly to, from or through certain states and countries. View the list here .

See United's full pet policy here .

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Airbus and Boeing's problems spell bad news for the cost of your summer vacation

• IATA predicted this year will beat the pre-pandemic record for air travel.
• But both Boeing and Airbus jets are having problems that are reducing capacity.
• Some airlines are already warning that prices will go up.

You can expect to pay more for plane tickets this summer, as airline capacity struggles to keep up with demand.

In December 2023, the International Air Travel Association predicted 2024 would break records for the most air passengers ever . It expects 4.7 billion people to travel this year — 200 million more than the pre-pandemic high set in 2019.

But airlines are warning they'll have fewer seats available than they initially thought, as both Boeing and Airbus are dealing with problems.

IATA had predicted a 9% growth in capacity. But passenger airlines will see 19% fewer aircraft than expected this year, Martha Neubauer, a senior associate at AeroDynamic Advisor, told Reuters .

Southwest Airlines has paused hiring because it now expects to receive 46 new Boeing 737 Max jets, down from 79.

Related stories

And the CEO of Europe's biggest budget airline, Ryanair, warned its ticket prices could go up 10% due to Boeing delivery delays.

Additionally, United has asked pilots to take an unpaid leave in May to help mitigate delayed deliveries of Boeing planes.

Boeing has had a bad year as the Alaska Airlines blowout in January sparked increased scrutiny from regulators. The Federal Aviation Administration has limited how many 737 Max jets it can manufacture.

And since CEO Dave Calhoun announced he would resign at the end of the year, Boeing's new chairman is trying to win back customers' trust.

While Boeing has been under the spotlight, Airbus also has some problems of its own.

A flaw in the Pratt & Whitney engines used on Airbus A320neos will ground 650 jets for inspections in the first half of this year.

IATA also predicted that airline profits would be up 10% from last year. But the trade group's director general, Willie Walsh, said the average airline only makes $5.45 for every passenger.

"That's about enough to buy a basic grande latte at a London Starbucks," he added. "But it is far too little to build a future that is resilient to shocks for a critical global industry."

Watch: Thousands of bags pile up at US airports after flight cancellations

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