Orlando Airport sets out to capture high-value Central Florida cargo

By Priya Raman

Orlando International Airport plans cargo facilities for changing demand through 2030 and beyond, building on 12,000-foot (3,660-metre) runways that accommodate Group VI freighters. The airport plans to pair existing capacity with a proposed dnata investment while increasing use of passenger belly, dedicated freighter and express channels.

Recent investment in temperature-controlled facilities forms part of MCO's operating base, while the dnata project and broader flexible-infrastructure programme remain proposed or planned. Orlando International Airport's Aviation Authority says MCO does not capture all high-value, time-critical freight generated locally because established shipping patterns route it elsewhere.

MCO assistant vice president for cargo Tod Willman said: “Central Florida’s economy has evolved beyond its traditional foundations in agriculture, tourism, and entertainment.” Aerospace, life sciences, advanced manufacturing and technology now rely on efficient, reliable air cargo. Multinational companies have established operations in the region, while local universities have strengthened research and innovation programmes, widening its international supply-chain reach.

Those industries create a wider addressable cargo market because routing decisions can depend on speed, reliability and specialised handling. MCO also wants closer relationships with airlines, forwarders, shippers and regional stakeholders. Its commercial case combines the runway specification, road connectivity to Florida's Interstate and Turnpike systems, and an established logistics and supply-chain network.

Willman described dnata's proposed investment as evidence of private-sector confidence in MCO's long-term cargo potential. He positioned the airport as both a passenger gateway and an emerging cargo hub serving one of the nation's fastest-growing markets. The proposal remains at that stage, without a disclosed investment amount, construction schedule or committed freighter capacity.

What does MCO's cargo push change for shippers?

The practical change for shippers, if planned projects proceed, is more temperature-controlled handling and broader destination access through passenger belly capacity. It is not yet guaranteed daily capacity or a committed freighter service. MCO is pursuing more choices, not announcing completed facilities.

Existing passenger flights can carry freight in bellyholds, the lower holds beneath the passenger cabin, while the airport's integrator activity, described as an established platform for dedicated cargo operations, provides a base for freighter services. As MCO's international passenger network expands, those flights can reach destinations without requiring a dedicated freighter.

National Airlines is headquartered in Orlando. MCO nevertheless describes its strategy as developing both belly and freighter channels, because most global airfreight continues to move in passenger aircraft bellyholds. No additional National Airlines freighter schedule or frequency was announced.

MCO identified three operating constraints:

• Temperature-controlled capacity for pharmaceuticals, perishables and other sensitive products remains constrained.
• Aircraft parking congestion can restrict operational flexibility.
• Reliance on mobile fuelling equipment can limit operational flexibility.

Future facilities are planned with those constraints in mind and should adapt as commodities, aircraft types and supply chains change. Current demand informs immediate requirements, while MCO is deliberately avoiding an infrastructure model based solely on today's cargo profile.

Willman said the focus would be infrastructure supporting cargo needs well into 2030 and beyond as global supply chains evolve, with no opening date or capacity figure attached. The stated ambition is long-term operational flexibility rather than capacity tied to one commodity mix.

Why does local freight still leave MCO?

MCO believes it captures an insufficient share of the high-value, time-critical freight generated locally. Willman said leakage reflects long-established shipping patterns, not operational necessity, although gateways still make sense in some supply chains.

Some shippers keep using longstanding gateways even when Orlando could compete, requiring continued outreach and education across the logistics network. Aerospace and space freight represent a particular opportunity, but MCO must show that routing through Orlando offers an operational or commercial advantage. Proximity to cargo-generating industries alone will not move established flows.

MCO does not plan a strict cargo division with Melbourne Orlando International Airport. Both can accommodate Group VI aircraft such as the Antonov An-124, so specialist project shipments can move through the airport that matches their requirements. Central Florida therefore retains two potential gateways without a fixed cargo allocation.

The larger objective is not simply headline tonnage. MCO wants to convert local economic growth into freight handled locally, add higher-yield commodities to its express base and use international passenger connectivity to widen its reach. The strategy also seeks to strengthen the airport's role in regional supply chains.

Willman said: “The next layer of growth is expected to come from increased utilisation of available belly capacity on existing passenger flights,” particularly as the international network expands. To win more cargo originating in or destined for Central Florida, MCO must demonstrate faster transit times, less congestion than larger gateways, competitive pricing and greater awareness among shippers and freight forwarders.

For MCO, the near-term test is whether shippers redirect time-critical Central Florida freight onto existing passenger services. The dnata proposal and longer-term facility programme remain proposals rather than operating commitments.