When product moves, the corridor becomes a lane.
IB7 Air Cargo is commercial representation on the Canada–Mexico air lane: bidirectional lane development, account acquisition for carriers and their agents, yield modelling, and the cold-chain qualification that decides whether the margin survives.
A different client, a different contract.
Air Cargo is not a market-entry product and is not bundled with anything else. It is contracted on its own, for carriers, their general sales agents and shippers with volume on the lane. United States cargo is not part of this practice today.
Canada and Mexico only, in both directions. We do not fly aircraft, handle cargo or broker customs. We find, qualify and close the accounts that fill the lane, and coordinate the licensed operators who move it.
The trade is real. The air lane is thin, seasonal and one-way.
That gap is the opportunity. Capacity concentrates in a leisure-driven winter season, weighted northbound, routed through gateways chosen for holidaymakers rather than exporters.
Belly-hold, not freighters
Capacity rides beneath passenger cabins — cheap when the seats fly anyway, absent when they do not. A yield problem, not a fleet problem.
Seasonally lopsided
Service concentrates in the northern winter around sun destinations. Year-round capacity is the exception rather than the rule.
Southbound nearly empty
Aircraft returning to Mexico carry a fraction of what they could — the most improvable economics anywhere on the corridor.
Commercial representation, not freight forwarding.
We are the commercial desk on the Canadian side of the lane, working in English, French and Spanish.
The Canadian commercial side
Account acquisition, pricing conversations and the standing relationship with Canadian shippers and forwarders.
Lane and yield analysis
Available belly capacity by aircraft, route and season against realistic demand, so a signed account does not become an operational embarrassment.
Perishables and pharma
Qualification of temperature-controlled and time-sensitive freight against the handling capability that actually exists at each gateway. Verified, not assumed.
The direction nobody sells
Finding Canadian exporters whose product justifies air freight into Mexico — the flow that fixes the corridor's economics.
Where it can actually clear
Matching freight to the airports that have the handling, the cold storage and the customs throughput for it, rather than the ones with the most flights.
What a principal needs to see
Pipeline, won and lost accounts, realised yield against modelled yield, and the seasonal picture ahead.
Both directions, and why air rather than surface.
| Direction | Typical freight | Why air |
|---|---|---|
| Northbound Mexico → Canada | Perishables and produce, cut flowers, seafood, pharma and medical, high-value components, e-commerce | Shelf life measured in days, cold-chain integrity, and surface transit that eats the sellable window |
| Southbound Canada → Mexico | Aerospace and industrial spares, medical devices, seed and genetics, high-value food, time-critical manufacturing inputs | Line-down cost, regulated handling, and value density that makes the air premium disappear against the cost of waiting |
Three kinds of principal.
IB7 Air Cargo is contracted by the commercial side of the lane, not by companies looking for a shipment quote.
- Carriers with belly capacity on the corridor and no Canadian commercial desk
- General sales agents who need Canadian account acquisition in three languages
- Shippers and exporters with enough volume to negotiate lane terms directly
- Economic development bodies and airports working on corridor air connectivity
If you are looking to ship a single consignment, you need a freight forwarder, not us. We will point you to one.
Where an air lane conversation usually goes next.
Lane assessment
What capacity exists by season and route, against what demand we can evidence on both directions.
Commercial mandate
IB7 as the Canadian commercial desk: account acquisition, pricing conversations, pipeline reporting.
Discuss a lane →Market work
Where a shipper is also entering the market, the entry decision runs separately under IB7 EDGE.
See how we work →What principals ask first.
Do you move freight?
Why not the United States?
Is this part of Soft Landing?
Can you work with our existing GSA?
Tell us about the lane.
Bring the routes, the seasons and the capacity you are trying to fill. We will tell you what we already know about the demand on both ends, and where the southbound story is real rather than hopeful.
Discuss a laneIB7 outputs are indicative and built on public data. They are not legal, tax, customs, regulatory or investment advice, and IB7 does not guarantee market results. Regulated work is carried out by licensed firms in each country.