When iATA revealed one record for the first time, the vision was clear: API unified data standard can finally raise the air charge from the old contact trap. Nearly five years, however, was the pace of ice adoption, and the latest online symposium revealed the reason.
While more than half of the seminar participants on the Internet say they are actively looking for use of one record, only 8 percent began implementing. This number is less than it was a year ago. However, among the Experts Committee – including Brendan Sullivan of IATA, CCO Nicholas Xenocostas, and the Saudia Cargo, the mood remained optimistic with caution.
Xenocostas said: “If people can start thinking about the state of use and the value of the work it creates, this is an excellent starting point,” said Xenocostas. “Then you can justify the budget, overcome the resistance, and start turning the mentality.”
Barriers
To obtain an initiative to look forward to being the future spine of Air Cargo, one record still has a basic problem: most stakeholders do not know where to start.
According to Sullivan, this stalemate is not new. “We know this to ourselves as an industry – we are slow to adopt,” he said. But this does not make the challenge less urgent. One record is designed to replace the IMPRATER -imp Standards from the 1970s. As Sullivan pointed out, the need is no longer just a commercial – it is organizational.
“We have reached the restrictions of the old correspondence environment,” he said. “And some new requirements, especially from the customs and safety authorities, require us to move forward.”
However, many organizations are still pending curiosity and commitment. When asked about what hinders them, the respondents were martyred with the budget (16 percent), but the lack of knowledge (27 percent) and the internal resistance of change (26 percent).
As for shipping Saudi Arabia, the penetration came by narrowing the focus. “We are following a practical approach by focusing on the case of one use-the pre-shipping operator via the FWB message from the airline to the ground processor,” said Hipos. This initial success, which was created in partnership with WFS and Champ, is now paving the way for the wider implementation.
He added: “This state of use brings great benefits: better preparation, faster processing, and planning the most intelligent resources.”
CHAMP’s response to adoption was to meet users wherever they were. They are “1NEO-ConnectThe initiative provides an introduction from three stages to one record, starting from the sand box.
“It is basically a play area where you can explore how the protocol works without danger,” explained Nicholas Sheber, a CHAMP business analyst. “You don’t need to be a hero agent. If you have got shipping messages, you can start the test today.”
This gradual approach, Sandbox, Pilot, then full integration – reflects a wider philosophy: it should not be one technical project, but it is a commercial project. Scheber argues that the standard opens the door not only to exchange data, but to redesign the original process.
Xenocostas added: “For the first time, we do not send messages back and forth. You are going to the only source of truth.” “It changes how to deal with exceptions, how to coordinate, and how to serve customers.”
This ability becomes necessary when dealing with a high -speed and high -speed vertebral, such as e -commerce. He said: “There is no way in which we can support modern e -commerce demands with old protocols.” “The intensity of the data is very high.”
Despite the long corridor, one record now has a difficult deadline. From January 2026, iATA announced that it is the preferred standard for data exchange between airlines. But this does not guarantee unified adoption-or compliance with the industry level.
When asked about what happens if one of the records fails, Xenocostas was not the words: “So what is the alternative?
There are also wider effects. Without an infrastructure of modern data, the industry risks the retreat of competitors in marine shipping and road, both of which rise quickly. Worse, you may find itself unable to comply with the emerging regulatory systems that require actual time tracking and data at the level of granular charging.
The paradox? Most barriers in front of the internal adoption.
“If you can send any data to any interest owner, what will you send?” Xenocostas request. “Start there. Think about what adds value. We will take care of technology.”
Start small, but start now
The message from the web symposium was explicit and hope: air cargo does not enjoy the luxury of time, but it has tools.
With all processors, processors, and integrated treatments who explore cases of digital use, the challenge is now the conversion of experimental enthusiasm to operational reality. Whether it is driven by the final regulatory dates, customer pressure or competitive threat, the next 18 months will determine whether one record is the rule, or just another good initiative to look at all that has never been decreased.
As Sullivan concluded, “Let’s stop looking back. The future is really in front of us.”
Webinar: iATA One Record & Champ 1neo Connect Adoption Make Easy: Watch Online
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