Columbia Metropolitan Airport wants to play a larger role in the air cargo industry and serve as a less congested alternative to airports including Atlanta’s Hartsfield-Jackson International and Charlotte Douglas International.

The South Carolina Department of Commerce awarded Columbia Metropolitan Airport (CAE) a $5 million grant in 2024 to acquire new ground service equipment and renovate its west cargo building to support additional warehousing and air cargo operations.

Apart from FedEx and UPS, there really are no other cargo-handling capabilities at CAE, Ryan Kreulen, vice president of operations at the airport, says in this week’s episode of “Cargo Facts Connect.”

Air cargo flights accounted for 14% of CAE’s total traffic in 2025, with most of the 40,000 tonnes of air freight moving through the airport being handled by FedEx and UPS.

In addition to having customs on site at the airport, CAE provides an escape from the congestion found in larger markets and the experience of working with large freighter operators, Chief Executive Chris White says in the podcast.

Tune into this week’s episode of “Cargo Facts Connect” to hear White and Kreulen discuss with Senior Associate Editor Robert Luke how they plan to attract more cargo operators to the capital of South Carolina.

EnComm Aviation’s regional freighter operations came to an abrupt halt in September 2025, causing the carrier to write off more than $100 million after BAE Systems surrendered its ATP aircraft type certificate to the United Kingdom Civil Aviation Authority.

EnComm had made multiple investments building its infrastructure, including heavy maintenance repairs for its ATP fleet, when it learned of BAE’s decision to discontinue its support, making it nearly impossible for the carrier to continue operating the type, EnComm Aviation Director Jackton Obuola says in this week’s episode of “Cargo Facts Connect.”

“There were a lot of investments we were still making,” Obuola says. “For instance, we were in the process of overhauling landing gears, overhauling engines, returning to service a lot of aircraft, spending up to $15 million.”

EnComm has filed a lawsuit in London seeking $250 million in punitive damages and claiming negligent misrepresentation and misstatement by BAE.

The Kenyan startup was surprised by the decision after meeting with BAE and receiving commitments for continued support for its ATP fleet, Obuola says.

EnComm was operating four ATP freighters and was preparing to enter service with the remaining nine ATP aircraft it had acquired from Sweden-based West Atlantic.

BAE invited EnComm to the United Kingdom for a meeting when the startup reached out to the manufacturer in May 2024, Obuola says. Parts and suppliers for the ATP aircraft type were in attendance, including parts distributor Saywell International, component supplier Safra[MM3] n and propeller supplier PropTech.

“Our BAE representative at the time said as long as there’s one BAE ATP aircraft in service, they will continue supporting it,” Obuola says.

Even though EnComm has ceased operations, its legal pursuit of BAE is just beginning. Tune into this week’s episode of “Cargo Facts Connect” to hear Obuola discuss with Senior Associate Editor Robert Luke the events that grounded the regional carrier and the next steps it will take.

Airlines lose control when they outsource heavy maintenance, and that could be the root cause of the fatal crash of UPS flight 2976, according to a former FAA airworthiness inspector and NTSB major accident investigator.

UPS’ CF6-powered, 1991-vintage MD-11F (48417) failed to maintain its climb and crashed after its left engine separated from the wing during takeoff from Louisville, Ky. (SDF).

MROs under microscope

The FAA and NTSB should look closely at the maintenance checks carriers have outsourced to third-party MROs, Stephen Carbone, president of private maintenance consultant firm Aircraft Maintenance Safety Professionals, says.

A former FAA airworthiness inspector and NTSB major accident investigator, Carbone says in this week’s episode of “Cargo Facts Connect” that he believes there is not enough oversight from the FAA or quality control from airlines that outsource aircraft maintenance.

“Since the early ’90s, the airlines have relied a lot more on repair station overhaul facilities to do their work,” Carbone says. “And the problem with that is the airline loses control of the maintenance.”

Tragic similarities

In addition, the November crash had tragic similarities to a 1979 crash of an American Airlines DC-10 at Chicago’s O’Hare International Airport (ORD) that killed all 271 people.

“The basic problem that caused the American Airlines DC-10 crash was the departure of the engine, almost exactly like the UPS MD-11F,” Steve Forness, president of aircraft engineering consultancy Air Flight Technical, says in the podcast. “It went up over the wing. The failure was the aft pylon.”

As a member of the McDonnell-Douglas team assigned to the American Airlines DC-10 crash and an FAA designated engineering representative, Forness aided the NTSB investigation, which identified improper installation of the engines as the cause of the aft bulkhead failure in the pylon.

Although the lessons learned from the DC-10 were implemented into the design and operation of MD-11s, the NTSB revealed in its Nov. 20 preliminary report of the UPS crash that it had discovered fatigue cracks in the pylon aft mount of the left engine.

As the NTSB investigation into UPS flight 2976 continues and around sixty MD-11Fs remain grounded, tune into this week’s episode of “Cargo Facts Connect” to hear Carbone and Forness share their insights with Senior Associate Editor Robert Luke on the accident and what could happen before the MD-11Fs return to service.