Flying in the face of a ban
Air Freight Focus
Tensions over the continued use of the IL-76 in European skies are set to continue as charter brokers insist that there is no real replacement.
The IL-76, which has seen at least seven crashes worldwide in the past eight years, is popular with cargo carriers because of its capacity and ability to fly into remote locations.
“The IL-76 is a very useful aircraft,” says Justin Bowman, group commercial director at Air Charter Service. “You can get very high, wide pieces into remote air strips, war zones and areas of political tension. The aircraft are worth less than other types, so the insurance costs less.”
But under Stage 3 noise regulations introduced in the EU in 2002, the old version of the aircraft is, in theory, banned in member states. When the ban was introduced, Volga-Dnepr invested some US$20m into the design of a Stage 4-compliant version, and now operates two Il-76TD-90VDs, with a third being delivered in April. The new version costs $50-55m.
But the old version is still commonly seen in European skies. “They are banned – and it is enforced – in the US, Japan, Australia and some places in the Middle East,” says Dennis Gliznoutsa, group commercial director (charters) at Volga-Dnepr.
“The European Aviation Committee has advised that it is a serious concern, but it is not a priority. I don’t understand, why you would introduce something which you are not going to back? It’s bizarre. When will the ban take place?”
EC spokesman for transport Fabio Pirotta tells IFW: “The commission is taking a look at the matter and intends to assess the extent of the problem. If this assessment shows there are violations of community legislation, the commission will act accordingly.”
The IL-76 is exempt from the ban if used for military purposes and for some humanitarian shipments, but very few countries apart from the UK enforce this. Operators of the aircraft, which are often seen at EU airports, include SilkWay Airlines, TransAVIAexport Airlines and Aviacon Air Cargo.
“We do hear people claim the flights are for relief cargo, when we know they are not, because we saw the request,” says Volker Dunkake, head of global sales and services for Lufthansa Cargo Charter.
“I understand that relief cargo needs exemptions, as you don’t want to spend more money on the transport than on the relief. But governments might want to rethink. They want to introduce emissions trading on one hand, but still allow banned aircraft.
“There are three possibilities about why it happens – the aviation authorities believe it is relief cargo, they don’t hear the request, or they are protecting their home country’s airport business.”
Bowman adds: “In certain countries, it is easier to get exemptions. Then you truck the cargo to that country. France is fantastic. If there is outsize cargo in the UK, you truck it to France and fly from there.”
One industry player says operators and charter brokers have little choice but to use the aircraft.
“What’s happened now is that there are some IL-76s which are Stage 4-compliant. The owners are trying to drive out the Stage 2 aircraft – the ACMI rate for those is $1,200-$1,800, while the new ones are $4,400. The owners of the Stage 4 ones want the others banned so everyone is forced to use theirs.”
Despite the lack of enforcement of the rules by some countries, the majority of IL-76s cannot enter the EU. Several carriers, including Volare Aviation and Kyrgyzstan Airlines, are themselves banned.
“Only the top echelons of IL-76 operators will get exemptions for Europe – many of the Middle Eastern operators are unlikely to have the insurance,” explains Bowman. “There is probably a maximum of five airlines that could get exemptions in Europe.”
Larry Coyne, CEO of Coyne Airways, agrees: “Most are, essentially, flying over deserts and don’t see the need for huge amounts of insurance, and the authorities in the Middle East don’t demand high levels. In Europe you would need 400m SDRs [special drawing rights] which is close to $600m.”
The IL-76, which has seen at least seven crashes worldwide in the past eight years, is popular with cargo carriers because of its capacity and ability to fly into remote locations.
“The IL-76 is a very useful aircraft,” says Justin Bowman, group commercial director at Air Charter Service. “You can get very high, wide pieces into remote air strips, war zones and areas of political tension. The aircraft are worth less than other types, so the insurance costs less.”
But under Stage 3 noise regulations introduced in the EU in 2002, the old version of the aircraft is, in theory, banned in member states. When the ban was introduced, Volga-Dnepr invested some US$20m into the design of a Stage 4-compliant version, and now operates two Il-76TD-90VDs, with a third being delivered in April. The new version costs $50-55m.
But the old version is still commonly seen in European skies. “They are banned – and it is enforced – in the US, Japan, Australia and some places in the Middle East,” says Dennis Gliznoutsa, group commercial director (charters) at Volga-Dnepr.
“The European Aviation Committee has advised that it is a serious concern, but it is not a priority. I don’t understand, why you would introduce something which you are not going to back? It’s bizarre. When will the ban take place?”
EC spokesman for transport Fabio Pirotta tells IFW: “The commission is taking a look at the matter and intends to assess the extent of the problem. If this assessment shows there are violations of community legislation, the commission will act accordingly.”
The IL-76 is exempt from the ban if used for military purposes and for some humanitarian shipments, but very few countries apart from the UK enforce this. Operators of the aircraft, which are often seen at EU airports, include SilkWay Airlines, TransAVIAexport Airlines and Aviacon Air Cargo.
“We do hear people claim the flights are for relief cargo, when we know they are not, because we saw the request,” says Volker Dunkake, head of global sales and services for Lufthansa Cargo Charter.
“I understand that relief cargo needs exemptions, as you don’t want to spend more money on the transport than on the relief. But governments might want to rethink. They want to introduce emissions trading on one hand, but still allow banned aircraft.
“There are three possibilities about why it happens – the aviation authorities believe it is relief cargo, they don’t hear the request, or they are protecting their home country’s airport business.”
Bowman adds: “In certain countries, it is easier to get exemptions. Then you truck the cargo to that country. France is fantastic. If there is outsize cargo in the UK, you truck it to France and fly from there.”
One industry player says operators and charter brokers have little choice but to use the aircraft.
“What’s happened now is that there are some IL-76s which are Stage 4-compliant. The owners are trying to drive out the Stage 2 aircraft – the ACMI rate for those is $1,200-$1,800, while the new ones are $4,400. The owners of the Stage 4 ones want the others banned so everyone is forced to use theirs.”
Despite the lack of enforcement of the rules by some countries, the majority of IL-76s cannot enter the EU. Several carriers, including Volare Aviation and Kyrgyzstan Airlines, are themselves banned.
“Only the top echelons of IL-76 operators will get exemptions for Europe – many of the Middle Eastern operators are unlikely to have the insurance,” explains Bowman. “There is probably a maximum of five airlines that could get exemptions in Europe.”
Larry Coyne, CEO of Coyne Airways, agrees: “Most are, essentially, flying over deserts and don’t see the need for huge amounts of insurance, and the authorities in the Middle East don’t demand high levels. In Europe you would need 400m SDRs [special drawing rights] which is close to $600m.”
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