he continues, "is that we are not going for a sepa- rate structure for cargo. What we have is a for- mula to work with our passenger colleagues, where we pay for the capacity provided by the mainline fleet." Hatton says this is probably more akin to "the KLM model rather than Lufthansa". He says the process is maturing well. Cargo is now involved in all new route evalu- ations, fleet planning and frequency changes, as well any decisions about cabin modifications and weights on BA aircraft. As an example, he describes how "seat-blocking" is now used on some flights to Hong Kong and Singapore to allow for additional cargo capacity. "It's just a means of improving overall yields for the flights involved," he says. BA World Cargo acquires the capacity avail- able from the mainline fleet and has become a BA customer - we now have a good trading rela- tionship, which even includes having BA as a customer for non-AOG [aircraft on ground] items," says Hatton. Unlike Lufthansa Cargo, BA World Cargo is dependent on lift from British Airways, although a 747 freighter is on full time wet-lease for a thrice-weekly schedule to Hong Kong, alongside part time charters on an Airbus A300B4F and DC-8 freighters to Israel and Africa, respectively, all of which are based at London Stansted Airport. "We only EVA's fleet of five MD-1 lFs is the cornerstone of its cargo operations, and four more are on order deploy freighters where they are profitable," says Hatton. "We believe in the ability to flex in and out of markets with this kind of extra capac- ity," he adds. BA STANCE Although BA once operated its own dedicated freighters (the last one, a 747-200F, was sold in 1982) and combis, die airline no longer sees a need for such investments. "None of our cus- tomers has asked us for a 'freighter'," says Hatton, whose main focus is gearing up World Cargo to be ready for the new building at Heathrow. This is going on alongside imple- menting the "Change Programme" to improve and streamline all the processes in handling and moving freight. Fundamental elements of the programme include the introduction of the bar- code system. "We have launched the customer participa- tion programme and all the major freight for- warders are buying in to the concept," says Hatton. "We've found a lot of enthusiasm, even from those who are willing but not able to gear up their own systems to work with us just yet," he says, adding that "transparency is something diat is needed in this business, and we're finding even where there's systems incompatibility with a forwarder, there is a willingness to go for the same high standards." Hatton feels that "tech- nology can be viewed as a panacea sometimes, but the solutions are there if all the partners work together and communicate," a sentiment echoed by Lufthansa Cargo's Althen. '-Wmilun Sulunom for ihb World, Ayres developed the Loadmaster to meet the stringent demands of Federal Express. Their need for a low cost, easy to maintain aircraft capable of hauling up to 8,800 pounds of high-priority freight fit the Loadmaster concept perfectly. With a choice of cargo, passenger and military configurations, the Ayres Loadmaster is the perfect choice to compliment any fleet. Visit us in Paris in Stand No. 348, Paris Hall. Ayres corporat corporation RO. Box 3090 Albany, GA U.S.A 31706 Tele.: (912) 883-1440 FAX: (912) 439-9790 E-Mail: pelewis@ayres-corp.com Website: www.ayres-corp.com FLIGHT INTERNATIONAL 29 April - 5 May 1998 51