Aerospace, AOG and engine transport
Submit a requirement any time — no account needed · first response usually within 60 minutes · 24/7 for AOG and time-critical. Optional: business account for status tracking
Aircraft engine transport is the core of aerospace air cargo charter: engines on stands, LRUs and airframe components need a specific door envelope, loading equipment and documentation. We source freighters against stand dimensions, main-deck door and station capability.
AOG parts desk
An aircraft on ground earns nothing — the rotable moves on the first legal lift.
AOG at a glance
Aerospace and AOG charter moves engines, landing gear, APUs, rotables and tooling to a grounded aircraft. Engine stands, their exact dimensions and the loading method at both airports determine the aircraft type long before price does.
Scope of service
Aircraft main-deck door and floor loading validated against stand dimensions.
What a broker adds on an AOG
Aircraft main-deck door and floor loading validated against stand dimensions.
Loading equipment and handling capability confirmed at origin and destination.
Immediate coordination for grounded aircraft under a single point of contact.
Direct to operator
In air cargo charter it is common for a requirement to travel through several intermediaries before it reaches the aircraft operator. Each layer adds its own commission to the same flight. We work directly with operators, so the quote you see carries one commercial layer.
Typical chain
With Cargo Charter Network
The requirement is not passed sideways to other brokers who each need to earn on the same lift.
We are remunerated by the operator. Our involvement does not add a separate fee to your charter price.
Payload, dimensions, ready date and airport constraints reach the operator unchanged, instead of being relayed through several desks.
Because we source across operators ourselves, you see the realistic market for that routing rather than whatever one intermediary could reach.
Availability, pricing and acceptance always remain with the operating carrier. Where a requirement can only be served through a partner, we say so before you decide.
How we work
Cargo Charter Network does not operate aircraft and employs no flight crew. Every flight is performed by a licensed operator we source, compare and coordinate.
Operators are checked for AOC validity, insurance, aircraft configuration and route authority for the specific mission before a price is put in front of you.
The same person handles sourcing, contract, permits, handling and flight watch, so there is no handover gap between quote and arrival.
We do not quote capacity that has not been checked with an operator, and we do not confirm acceptance of restricted commodities before the operator has accepted them in writing.
What we need to quote
Operational detail
Stand height and length, not engine weight, usually decide whether a side-door widebody, a ramp freighter or nose loading is required.
Not every station can lift or roll a loaded engine stand. We verify equipment at both ends before an aircraft is committed.
The flight is scheduled backwards from the MRO induction slot, including road legs and customs clearance.
How to submit a requirement
You send the requirement straight to the desk — no account needed. We check it with operators and return available, compared options.
Route, ready date, weight, dimensions, commodity and handling notes — no account, a few minutes.
Availability, payload and route permissions are checked directly with operators.
Compared operator options with payload, slots, handling and timeline — one accountable contact.
For status tracking and document exchange in the portal. Account verification is usually the same business day.
No supplier identities, margins or internal sourcing data are shared. Requirement data is treated confidentially.
AOG enquiry
Part number, weight and the station where the aircraft sits are enough to start sourcing lift.
Rotables, engines and QEC kits move with the paperwork chain intact — CoC, EASA Form 1 or 8130-3.
Aircraft
Availability is subject to route, payload, permits and operator acceptance.
Capacity structures
The same requirement can be bought as a whole aircraft, as a share of one, as reserved space on a running rotation or as leased capacity with crew. The structure decides the price far more than the aircraft type does.
01
One shipment fills a deck, or timing and commodity rule out sharing
You control the schedule, the loading plan and the routing.
02
Volume fills part of a deck and the ready date tolerates consolidation
Cost is shared across shippers inside one build-up window.
03
Recurring volume on a lane that already has a rotation
A fixed allocation per flight, committed for a defined period.
04
Capacity is needed for weeks or months, not for one flight
Aircraft, crew, maintenance and insurance leased against guaranteed block hours.
Fuel, ATC, airport charges, handling and de-icing sit outside an ACMI rate. On charter they are inside the quoted price unless stated otherwise.
Around the flight
A charter is only as good as the ground scope attached to it. These items are quoted and coordinated as part of the mission, not left to the shipper.
Export and import entries, transit procedures, temporary export for repair, preferential origin papers and the broker interface at both ends.
Pallet and container build-up, load spreading, lashing plans and guidance where packaging would fail an operator acceptance check.
Pre-carriage, on-carriage, air-ride equipment where needed, low-loaders and permitted road routes for outsize crates.
Overflight, landing and cabotage permits, airport slots, night curfew handling and diplomatic clearances where they apply.
Cool storage, active or passive units, cool dollies, data loggers and shock or tilt indicators read at each handover.
Loading supervision, attendants for live cargo, security escorts and sealed handovers for high-value consignments.
Rotable movements
Aerospace movements follow shop slots and stand-down windows. The stand is booked long before the aircraft is.
Regions handled most often
Send the stand drawing and total assembled height — engine work is refused far more often on height than on weight.
Aerospace logistics in practice
Aircraft engine transport is a dimensional problem before it is a weight problem. The engine stand determines the door and floor requirement, and the aircraft is selected against the stand, not the engine.
Missions typically involve a serviceable unit outbound and the removed unit back, so the return leg and the empty stand movement are planned at the same time.
For a grounded aircraft the value is in hours saved. We work the closest suitable freighter, the fastest handling station and the shortest customs path, and keep the round trip in a single plan.
Where dangerous goods are involved, such as chemical oxygen generators or batteries, classification is cleared in parallel with the aircraft search.
Questions
Answers from daily desk work: payload, ready date, permits and cost drivers.
See all questionsDepending on engine and stand dimensions, B747F, B777F, A300F, B767F and IL-76 are common choices. Nose loading helps on the largest stands.
Yes. Outbound and return are planned as one mission, including stand handling at both ends.
Yes. Rotables, tooling, test equipment and AOG kits move for MROs, lessors and operators with time-definite delivery, redelivery deadlines tracked and customs prepared for temporary import where the part returns after repair.
Yes. Engines travel on their transport stands and are usually flown on main-deck freighters, with the type selected against stand dimensions, weight and the loading equipment available at both airports. Nose-loading aircraft help where stand height or length is critical. Engine movements need the stand drawing and weight up front, because those numbers decide the aircraft.
Talk to the desk
AOG and time-critical requirements can be raised by phone or email at any time — no account required.
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