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Another milestone for AEI. ✈️ This October, Aeroengineers International s.r.o. will exhibit at #MROEurope in Amsterdam for the first time. What started with a small team and a clear ambition has gradually grown into an international MRO company with teams and stations across Europe, supporting airlines and partners every day. This year, AEI will take its own place among the exhibitors at one of the most important MRO events in Europe. Our team will be in Amsterdam to meet customers and partners, build new relationships and talk about where AEI is today and where we are heading next. And I’m especially glad that the team representing AEI will reflect how much we have grown over the years. Ripsimeh Kostanyan from our Yerevan station will be joining our colleagues in Amsterdam, together with our HeliBuddy s.r.o. team, bringing the helicopter side of our maintenance expertise to MRO Europe as well. 🚁 Different locations, different areas of expertise, but one AEI team. I’m proud to see AEI taking this next step and I wish the whole team a successful MRO Europe 2026. 📍 RAI Amsterdam 📅 27–29 October 2026 ✈️ AEI | Stand 5-223 #AEI #HeliBuddy #MRO #MROEurope #AviationMaintenance

Some of the best stories at AEI are the ones that grow over time. When Viktor Atanasovski joined AEI in 2017 as a B1 Engineer, our station in Chișinău was at the beginning of its journey. A lot has happened since then. The station has grown, new customers have come on board, the team has faced engine changes, difficult pandemic years, unexpected operational challenges and, with every new step, more responsibility. Viktor grew with it. Today, as our RMO Station Manager, he is one of the people behind what the Chișinău station has become. For me, this is exactly what growth at Aeroengineers International s.r.o. should look like. Not only opening new stations or adding new customers, but giving people the opportunity to take on more responsibility, develop professionally and eventually lead the teams and operations they helped build. And Viktor’s story is also the story of the whole Chișinău team. Aircraft maintenance depends on people being able to rely on each other. When something unexpected happens, titles matter much less than experience, trust and the willingness to step in and find a solution together. That is where one of our core values, @WorkingTogether, becomes much more than words. I’m glad we have people like Viktor who have been part of AEI’s journey for so many years – and teams like the one in Chișinău that continue to move us forward. 👉 Read Viktor’s story and meet the people behind our AEI station in Chișinău: https://lnkd.in/dECSz92r #AEI #AeroengineersInternational #RMOstation #Passion #Discipline

Jet fuel is back near the April highs. American said this month that its Q4 fuel is running about a dollar a gallon above what it planned in July. Most of the industry treated the spring as the worst of it. I have held off writing about fuel. Almost everything in this business is exposed to something the airline does not control. Fuel, engines, a strait, a regulator. What tells me more than the price is how differently airlines are responding to it. → airBaltic sold its remaining hedges in March to stay inside its liquidity covenants and filed for Chapter 11 earlier this month. Fuel was not the cause. Grounded engines and lost routes were. It was the last thing the balance sheet could not absorb. → Ryanair is one of the best-hedged airlines in Europe and still cut two million winter seats. But it moved aircraft to where margins hold and said openly that some competitors may not make it through the winter. The hedge bought room. What Ryanair did with the room is the point. → Most airlines took the third route. Trim capacity, recover what fares allow, and hold everything else until the price comes down. That is a reasonable response. The risk is that waiting spreads. Once fuel is the reason to hold capacity, it quietly becomes the reason to hold everything else. In the conversations I had with airlines this year, fuel is rarely the whole reason something stops. More often it is what gets said while a harder question stays open. Expensive fuel is not a reason to do nothing. If anything, it is the reason to do something different. So if a project has been paused on fuel, it is worth asking at what price per gallon it comes back. If there is a number, that is a decision. If nobody can name one, fuel was never the reason.

🚨Preparei uma condição especial para quem vai ao Frota Summit acompanhado🚨 O ingresso agora vem em dose dupla: o primeiro pelo valor integral e o segundo pela METADE DO PREÇO. A lógica é simples → Gestão de frotas não é decisão de uma pessoa só. Quando o gestor vai ao evento com alguém da equipe, um colega de operação ou um parceiro, o que acontece depois é diferente: são duas pessoas com o mesmo repertório, as mesmas referências e a mesma leitura do que precisa mudar na operação. O conteúdo deixa de ser uma anotação individual e passa a ser conversa dentro da empresa. São 600 gestores de frota e donos de transportadora no mesmo lugar, discutindo gestão preditiva, tecnologia aplicada, decisão baseada em dados e o que está mudando no setor. A condição tem prazo definido. Então aproveita enquanto está no ar: https://lnkd.in/eUgw_YSf #FrotaSummit2026 #GestãoDeFrotas #GestãoPreditiva #Logística #Liderança

Good drivers don't chase jobs anymore. They choose who they want to work for. And they're not just asking about money. Their decision increasingly depends on the vehicles, working conditions and tools they are given. Because nobody wants to finish a shift and then do the paperwork for an hour. And that’s exactly why at EUROWAG, we’re working to reduce the administrative load not only for fleet managers, but for drivers too.

Why should it take until the end of a route to know what it actually cost? EUROWAG Office connects services, digitizes operations, and gives fleets the visibility they need.

🚀 Vi ses til E-handelskonferencen den 8. oktober! Jeg glæder mig til at deltage på årets E-handelskonference som Digital Partner Manager hos Bring Danmark Dagen bliver en fantastisk mulighed for at møde både eksisterende og nye partnere, udveksle erfaringer og tale om, hvordan vi sammen kan skabe endnu bedre kundeoplevelser i e-handel. 🤝 Kig forbi Bring-standen og sig hej. Jeg tager gerne en snak om checkout, leveringsoplevelser, integrationer, partnerskaber med begge udfordringer og muligheder. 🎙️ Kl. 10:00 optager vi LIVE podcast Sammen med min kollega Zacharias Bakhauge Polonius har jeg fornøjelsen af at moderere en podcast med Daniel Kjær Friis fra YouWe ApS. Vi dykker ned i et spørgsmål, jeg ofte får: "Hvorfor i alverden skal en fragtleverandør blande sig i checkout og webshop-plugins?" Vi kommer blandt andet omkring: ✅Hvorfor starter den gode fragtoplevelse i checkouten? ✅Hvorfor er det forholdsvis nemt at forbedre checkoutoplevelsen? ✅Hvorfor behøver man ikke AI i alle løsninger? 📍 Vi ses den 8. oktober! #Ehandel #Ecommerce #Bring #Checkout #CustomerExperience #DigitalPartners #Logistics #Plugins #ConversionRateOptimization #Ehandelskonference #Partnerskaber

”Jeg har haft mange gode kundemøder den seneste tid om NVIT og eksport til Norge." De fleste spørgsmål, jeg får om NVIT, handler sjældent om NVIT. Samtalen starter ofte med de nye NVIT-krav, men ender som regel et helt andet sted. For i virkeligheden handler de fleste spørgsmål ikke om reglerne. De handler om det praktiske. Hvad sker der, når varen krydser grænsen? Er de rigtige data på plads? Kommer forsendelsen frem som forventet? Og hvad betyder de nye krav egentlig for den måde, man sender varer på i dag? Det forstår jeg godt. Når regler og processer ændrer sig, opstår der selvfølgelig spørgsmål. Også hos virksomheder, der ellers har godt styr på logistik og told. Derfor starter mine samtaler om NVIT ofte med nogle få simple spørgsmål: - Hvad betyder ændringerne konkret for jer? - Hvad har I allerede styr på? - Hvor er der stadig usikkerhed? Når vi har talt det igennem, ender fokus næsten altid på to ting: - NVIT gælder ikke alle pakker til Norge. Det gælder varer i transit mellem steder i Norge via Sverige. - Korrekte varedata er afgørende. Blandt andet HS-kode, varebeskrivelse, vægt og værdi. Når først de ting er på plads, bliver NVIT ofte langt mere overskueligt, end mange frygter. Den 8. oktober er jeg på E-handelskonferencen. Så hvis du arbejder med e-handel og sender varer til Norge, så kig forbi til en snak på vores stand. Og hvis NVIT har givet et par ekstra grå hår undervejs, så er du bestemt ikke den eneste. #ehandel #ehandelskonferencen #Bringdanmark #Bring #Posten #b2b #b2c #Ecommerce

Masz firmę w Polsce, chcesz sprzedawać towar poza UE i nie masz numeru EORI? Wtedy formalnie nie możesz sam wystąpić jako eksporter 🚨 To sytuacja, którą widzimy regularnie u mniejszych i średnich firm z różnych branż. Masz produkt, masz klienta za granicą UE, masz nawet kuriera gotowego odebrać paczkę i utykasz na jednym pytaniu od agencji celnej: kto jest eksporterem? Bez EORI po prostu nie możesz nim być, dla służb celnych nie jesteś zarejestrowanym podmiotem, a rejestracja tego numeru to kolejny formalny proces, którego wiele firm nigdy nie chce przechodzić, bo eksportują sporadycznie albo dopiero zaczynają. 𝐒𝐭𝐚𝐧𝐝𝐚𝐫𝐝𝐨𝐰𝐚 𝐫𝐚𝐝𝐚 𝐛𝐫𝐳𝐦𝐢: załatw EORI, zanim zaczniesz eksportować. Tylko że dla firmy, która robi to raz na kwartał albo testuje nowy rynek, uruchamianie całej maszynerii rejestracyjnej dla sprawdzenia czy taki ruch jest opłacalny bywa nieproporcjonalne do skali. 👉 Jest krótsza droga: reprezentacja eksportowa - Exporter of Record. My w GlobKurier występujemy wtedy w takiej transakcji we własnym imieniu - na dokumentach celnych figurujemy jako eksporter, a wasza firma dalej prowadzi sprzedaż tak jak wcześniej, bez własnego EORI. Ograniczenie jest jedno i świadome: usługa dotyczy towarów standardowych - bez dual-use, farmaceutyków, wyrobów akcyzowych czy broni. Klasyfikację robimy na etapie onboardingu, więc wiadomo od razu, czy dana kategoria się kwalifikuje. Jeśli Twoja firma chce zacząć eksportować poza UE bez własnego numeru EORI, to pytanie o eksportera na fakturze prędzej czy później się pojawi. Lepiej mieć na nie odpowiedź, zanim zapyta o nią urząd celny i przesyłka utknie na długie dni. 📌 Chcesz skorzystać z takiej usługi? Zgłoś się – link znajdziesz w komentarzu. #ExporterOfRecord #EORI #CłoUE #EksportZPolski #LogistykaB2B #CustomsCompliance #HandelMiędzynarodowy #GlobKurier #TradeCompliance #PolskiEksport

Big week for Class8! Check out this example using the Tesla factory in Fremont. Anyone trying to win RFPs, or source very competitively, you can now identify exactly which carriers are working with your customers using geofence sourcing

Je hebt meerdere vervoerders. Maar gebruik je ze wel op het juiste moment? Een steeds relevantere vraag binnen e-commerce logistiek. Veel webshops hebben inmiddels meerdere vervoerders. Vanwege prijs, capaciteit, dekking of bestaande afspraken. Maar vervolgens wordt een order vaak nog steeds op basis van relatief simpele regels toegewezen. Terwijl er binnen één webshop enorme verschillen tussen orders kunnen zitten. 300 gram of 8 kilo. Brievenbus of pakket. Klein en licht of groot en volumineus. Waarom zou daar altijd dezelfde logistieke keuze uit moeten komen? Misschien moeten we daarom stoppen met denken vanuit de vraag: “Welke vervoerder gebruiken we?” En beginnen met: “Welke vervoerder en verzendoplossing passen bij deze zending?” Juist bij kleine en lichte zendingen zien we in de praktijk hoeveel verschil een passende verzendoplossing kan maken. Daarom lanceren we bij GOFO Netherlands nu ook het brievenbuspakje: een verzendoplossing voor kleine en lichte zendingen die niet automatisch als regulier pakket behandeld hoeven te worden. En wat mij betreft hoort daar ook transparantie bij. Daarom maken we bij iedere aflevering twee bezorgfoto’s, zowel bij reguliere pakketten als bij brievenbuspakjes. Je hoeft je logistieke operatie daarvoor niet volledig om te gooien. Misschien moet je alleen slimmer gaan kijken naar welke vervoerder en oplossing je voor welke order gebruikt. Want multicarrier wordt pas echt interessant wanneer je niet alleen meerdere vervoerders hebt, maar ze ook op het juiste moment inzet. #Ecommerce #Logistiek #LastMile #Multicarrier #GOFO #GrowWithGOFO GOFO GOFO Netherlands GOFO France

Not ready for procurement? Boreal has ordered 20. Candela P-12 is already operating in daily public transport. Boreal, an experienced public transport operator, has ordered 20 vessels. Read the white paper: https://lnkd.in/dGGHUwF7 At some point, “not ready” stops being a technology assessment and becomes a reason not to decide. This is not just about replacing diesel ferries. Small, fast vessels enable frequent direct services; making public transport genuinely attractive. Low demand is often used to justify low frequency. But low frequency may be the reason for low demand. We do not need another pre-study concluding that more analysis is required. Choose one corridor. Define the outcomes. Put vessels in the water. Measure the results. Scale what works. Waiting may feel safe, but it risks locking another procurement cycle into large vessels, low frequency and low attractiveness. Boreal chose implementation over waiting.

How do ferries go electric without losing range, speed or profit? Check out our new white paper (free download below). https://lnkd.in/eWk66srw Get unique insights on how Boreal and Candela are deploying the world’s largest fleet of ‘flying’ electric ferries. ✅ 80% lower energy usage ✅ 8x increase in frequency versus large conventional ferry ✅ minimal infrastructure investment required. What are you waiting for? #innovation #EV #water #transport #mobility #Candela

Almost everything I've written in this series so far required a car and comfortable shoes. This one runs from a laptop. Three digital shelves need no gatekeeper's permission: your own webshop, online drinks resellers, and Amazon where the market allows it. The revenue matters. But the second output is worth more — every consumer order carries a postcode, and postcodes are a map of where your demand actually lives. A few months of D2C sales regularly points to a different beachhead city than the one everyone assumed. Sell first, land second. Two more things the laptop does better than anything else: it owns the audience (a social following is rented; an email list is yours — feed it from every tasting and every order), and it keeps the score. Points of distribution. Reorders per account. Tasting-to-reorder conversion. D2C by postcode. One page, tracked weekly — the page a professional buyer actually reads. One warning, though: digital amplifies demand. The fieldwork still creates it. Article 4 of Creating Demand is out. Read more below.

Nobody wakes up in the morning wanting a distributor. Brands want customers. Retailers want products. Governments want their taxes. The distributor exists because those three wants collide with one of the most regulated product categories on earth — and someone has to stand in the middle, take responsibility, and make it all work. What that someone actually sells is not the moving of goods. It is five different businesses, wrapped into one margin. The interesting part: the US and Europe built the same structure from opposite directions. America mandated the middle tier by law after Prohibition. Europe never did — but excise, EMCS, VAT and packaging rules created one anyway. A structure held up by law changes when the law changes, which is slow. A structure held up by complexity changes when technology absorbs the complexity. Which can be fast. This week I'm publishing five pieces on where beverage distribution goes next. Today: what a distributor actually does — unbundled. Read more below ...

De laatste plekjes voor onze eerste Hyperfox 🦊 AI Forward. We hebben er nog 3 om uit te delen. 🍿 Over AI vandaag én morgen in Order-to-cash met Clara De Smet 🚚 Hoe Frank Ruette de digitale transformatie drijft binnen GOBO Transport & Logistics 📱 AI op de werkvloer, in marketing, sales, operations & finance voor groothandels, distributeurs en producenten door Sander Meert. 💡 Community event voor leaders in Supply Chain 📅 1 oktober 2026 - 12u30 🌍 Corda INCubator - Corda Campus 🥃 Sparking the conversations Wim Vanoevelen - Tensu Nog aansluiten? Stuur een berichtje!

Ich starte eine neue kurze Videoserie, in der ich einige der Fragen und Herausforderungen aufgreife, die mir in Gesprächen rund um E-Commerce und Fulfillment regelmäßig begegnen. Jeden Dienstag werde ich ein neues Video teilen. Den Anfang macht ein Thema, über das wir hier bei fulfilmentcrowd ständig sprechen: Omnichannel. Aber verstehen wir darunter eigentlich alle dasselbe? Aus meinen Gesprächen mit Marken in ganz Europa weiß ich, dass das häufig nicht der Fall ist – und diese unterschiedlichen Definitionen können einen erheblichen Einfluss auf die Fulfilment-Strategie haben. Genau darum geht es in meinem ersten Video. Video unten ansehen ▶ Mich würde Ihre Meinung interessieren: Was bedeutet Omnichannel für Ihr Unternehmen?

Mehr Vertriebskanäle sollten auch mehr Wachstumschancen bedeuten. Doch gleichzeitig können sie die Bestandsverwaltung erheblich komplexer machen. Muss das so sein? In meinem neuesten kurzen Video beschäftige ich mich damit, wie Marken ihre Bestände über mehrere Vertriebskanäle hinweg steuern können, ohne beim Wachstum unnötige Komplexität zu schaffen. Video unten ansehen ▶ Wird Ihre Bestandsverwaltung mit jedem neuen Vertriebskanal einfacher oder komplexer?

𝐑𝐅𝐏𝐬 𝐚𝐫𝐞 𝐨𝐟𝐭𝐞𝐧 𝐭𝐫𝐞𝐚𝐭𝐞𝐝 𝐚𝐬 𝐭𝐡𝐞 𝐬𝐭𝐚𝐫𝐭𝐢𝐧𝐠 𝐩𝐨𝐢𝐧𝐭 𝐨𝐟 𝐚 𝐫𝐞𝐯𝐞𝐧𝐮𝐞 𝐩𝐫𝐨𝐭𝐞𝐜𝐭𝐢𝐨𝐧 𝐩𝐫𝐨𝐠𝐫𝐚𝐦𝐦𝐞. 𝐈𝐧 𝐩𝐫𝐚𝐜𝐭𝐢𝐜𝐞, 𝐭𝐡𝐞𝐲 𝐚𝐫𝐞 𝐚𝐥𝐫𝐞𝐚𝐝𝐲 𝐭𝐡𝐞 𝐦𝐢𝐝𝐝𝐥𝐞 𝐨𝐟 𝐭𝐡𝐞 𝐣𝐨𝐮𝐫𝐧𝐞𝐲. Most governments already know what they are trying to achieve: 🔹 Reducing illicit trade 🔹 Increasing tax revenue collection 🔹 Strengthening enforcement capabilities 🔹 Improving supply chain visibility The real test begins when those objectives must become operational reality. Finance Ministries, Customs Authorities, Tax Administrations and Regulators often approach the same objective through different mandates, priorities and measures of success. ⚠️ As a result, some RFPs struggle before they are even issued because fundamental questions remain unresolved: 🔹 What outcome is the programme expected to deliver? 🔹 Which risks should be prioritised? 🔹 What capabilities are truly required? 🔹 How should success be measured? The strength of an RFP reflects the quality of the decisions that precede it: stakeholder alignment, clear objectives, effective governance, and a common vision of the outcomes to be achieved. These questions sit at the heart of INEXTO's new series: 𝐈𝐦𝐩𝐥𝐞𝐦𝐞𝐧𝐭𝐢𝐧𝐠 𝐚 𝐑𝐞𝐯𝐞𝐧𝐮𝐞 𝐌𝐚𝐧𝐚𝐠𝐞𝐦𝐞𝐧𝐭 & 𝐂𝐨𝐧𝐭𝐫𝐨𝐥 𝐒𝐨𝐥𝐮𝐭𝐢𝐨𝐧. Built for government leaders, the series explores the foundations of successful revenue protection programmes, from strategic intent to operational delivery. Chapter 1, Part I begins at the point where many programmes unknowingly define their future trajectory: before the solution is specified, before requirements are written, and before procurement begins. 👉 Read the first article: https://lnkd.in/exijHw5m 𝐁𝐲 𝐭𝐡𝐞 𝐭𝐢𝐦𝐞 𝐚𝐧 𝐑𝐅𝐏 𝐢𝐬 𝐩𝐮𝐛𝐥𝐢𝐬𝐡𝐞𝐝, 𝐩𝐫𝐨𝐜𝐮𝐫𝐞𝐦𝐞𝐧𝐭 𝐢𝐬 𝐧𝐨 𝐥𝐨𝐧𝐠𝐞𝐫 𝐝𝐞𝐟𝐢𝐧𝐢𝐧𝐠 𝐭𝐡𝐞 𝐩𝐫𝐨𝐠𝐫𝐚𝐦𝐦𝐞. 𝐈𝐭 𝐢𝐬 𝐭𝐞𝐬𝐭𝐢𝐧𝐠 𝐰𝐡𝐞𝐭𝐡𝐞𝐫 𝐭𝐡𝐞 𝐩𝐫𝐨𝐠𝐫𝐚𝐦𝐦𝐞 𝐡𝐚𝐬 𝐚𝐥𝐫𝐞𝐚𝐝𝐲 𝐛𝐞𝐞𝐧 𝐩𝐫𝐨𝐩𝐞𝐫𝐥𝐲 𝐝𝐞𝐟𝐢𝐧𝐞𝐝.

Your food product has a physical identity. Does it have a digital one too? After years working with food brands on traceability, compliance, and product quality, Ive watched packaging evolve from a simple container into a gateway to trusted product information. Thats Digital Product Identity (DPI). In short: every product gets its own digital identity, linking the physical item to trusted data across its lifecycle, usually via a QR code. And one DPI can serve the whole business: 📈 Marketing amp; Sales: richer consumer experiences 📋 Compliance: transparency and regulatory readiness 🔍 Quality: faster, more accurate verification 🚚 Supply Chain: full visibility and traceability 🏭 Manufacturing: connected data, better efficiencyn Its basically a Swiss Army knife for connected packaging: one foundation, value across the whole organisation. So what are the best use cases for food brands, and how do you actually implement DPI? Thats what INEXTOs new whitepaper, The Power of Digital Product Identity in Food, covers: traceability, compliance, efficiency, and better consumer experiences. Donwload it here ➡️ : https://lnkd.in/eXBRBVWK

YEG's passenger traffic to Europe is at an all-time high, even though our seat capacity to the continent hasn't caught up to where it's been in past peaks. That gap has pushed our passenger-to-seat ratio to the highest we've ever recorded, and it's part of why so many passengers end up connecting through another city to get there. More than 2 million YEG passengers needed at least one connection to reach their destination last year, and over 400,000 needed two. A good share of that traffic is headed to Europe, choosing a longer path because there isn't enough direct capacity to carry everyone who wants to go. It's demand from our own region, already booking flights and making the trip work today. That's the case our team brings to airlines when we talk about routes to Europe. We're not asking them to bet on demand that might eventually show up, we're showing them a region that's already travelling there, just taking the long way to do it. Edmonton International Airport (YEG)

From local foundations to global recognition, BLAK Aviation’s growth story is one worth following. Proud to see their continued success in the aviation industry and to support the journey. Full article below ⬇️ https://lnkd.in/dfrqBBNw

EVs are changing more than just the cars we drive. They’re changing what drivers expect from roadside assistance. As electric mobility becomes increasingly mainstream, the situations roadside teams encounter are changing too. A flat battery, a charging issue or an EV-specific technical problem can require a very different response from a traditional breakdown. That means roadside assistance needs to evolve alongside the vehicle. At ARC Europe, we’re seeing this first-hand. Supporting EV drivers requires a combination of specialist knowledge, certified technicians, digital support and solutions that go beyond the roadside, including assistance at charging stations and mobile charging solutions. And there’s an important human element to this too. When an EV driver is stuck, they need someone who understands the technology and can tell them what to do next. For me, that’s what makes the EV transition particularly interesting for our industry: the vehicle is becoming more connected, but the support around it needs to become smarter too. Curious to see how ARC Europe is building its EV assistance capabilities across Europe? Discover our EV services: https://lnkd.in/enNWZ-uh #ARCEurope #ElectricAssistance #OEM

Robotaxis are no longer something we talk about using in the future - they are becoming part of how people move around cities today. And 2026 will be a major turning point. Today, we’re taking an important step forward. Uber is partnering with Verne and Pony.ai to launch the first commercial robotaxi service in Europe, starting soon in Zagreb. But this is just the beginning. Across Europe, we’re building momentum with leading AV partners as we prepare to bring autonomous rides to more European cities later this year. Our approach is simple: build an open platform where the best AV technology and strong local operators come together to give millions of people access to autonomous vehicles. Today, we work with more than 25 AV companies globally, completing millions of autonomous trips every year on Uber. Europe has a unique opportunity to lead in shaping how autonomous mobility is deployed - responsibly, at scale, and in a way that benefits cities. Excited to see Zagreb lead the way. 🇭🇷 https://lnkd.in/ert6bBy6