Jetrader - July/August 2008 - 13

also fortunate to have a long-term horizon, equity capital partner in Reservoir Capital, and they have been crucial in helping Intrepid expand its ﬂeet. J: Do you see problems for others? RA: Again in terms of available capital, from a leasing company perspective, it’s our objective to have plans to meet the need for the operators who have requirements in the future. Finding the proper airplane types and having them available, as a lessor is our mission. Those leasing companies that have selected new freight aircraft as investments have chosen well, as the stability of the freight market historically is better than the passenger side. been that freighters were always the derivatives of the passenger planes, and as such, the fuselage has been designed for the passenger size, not the freight size. J: How will the cargo market and the demand for medium-sized freighters be affected by the new “OpenSkies” policy between the U.S. and Europe when it goes into effect this summer? RA: Trafﬁc that has to move through hubs versus point to point, experience a longer transit time than having to move things from point A to point B. In terms of reliability, a hub-and-spoke operation has a higher potential for a delay. With the deregulation of operations between the U.S. and Europe, the direct point-to-point movements will become more frequent and provide better service. But you have to manage the lift to load. Having higher frequencies on point to point with a smaller airplane will be essential, and we believe that the A330F and B767F will come aggressively into the market. J: Like most CEOs you have a very busy traveling schedule, speaking at conferences and meeting your prospective clients. What does Ron Anderson do to relax when he is not jetting around the world? RA: From an avocation perspective I like to cycle a great deal, and I enjoy golf. Most importantly, I enjoy my growing family, with my wife, daughters, sons in law and granddaughters. J: You have been a past ISTAT president (1985-1987). Now, twenty years later, what changes have you observed, and what advice would you have for our current ISTAT president to further improve ISTAT for its membership? RA: Growth and development of ISTAT has been amazing and a tribute to the people in the past who have helped the membership grow and provide the beneﬁts that it does. As those who were involved in the founding of ISTAT, had we been asked to predict if it would be where it is today, I don’t think any of us knew how large it would become. I think as big as the group is, we now have to focus on speciﬁc areas so that ISTAT can better respond to the major areas of the respective members. While it has been said that ISTAT was never intended to be a lobby entity, because of our diverse interest in things, I believe we should reexamine that. The recent activity with the proposed FAA registration changes are a perfect example. This is no different than the charge for suitcases by airlines. It is a new fee, and if you are going to raise the price, call it what it is. As an ancient Chinese proverb says, “May we live in interesting times,” and ISTAT is deﬁnitely there. Jetrader 13 J: At this year’s ISTAT conference in Orlando, manufacturers were asked to share their vision on future aircraft designs. If any of the manufacturers asked you to describe a futuristic, new freighter design you would like to see enter the cargo market in say 15-20 years, what would you tell them about size, shape and performance requirements? RA: The future will require very efﬁcient planes that closely match the right life to the lift to load requirement. We expect from a size perspective in the future a 150K airplane and a 300K airplane are the best ﬁt for the market combing the best operating economics. Certainly from the perspective of moving freight there are two components: the airport-toairport and the interface with the ground side, especially trucks. The challenge in the past has

Jetrader - July/August 2008

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