Dangerous goods, subject to acceptance
Dangerous goods air charter: acceptance before aircraft
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
With dangerous goods the first step is acceptance: the operator must agree to carry the substance, in that quantity, on that route. IATA Dangerous Goods Regulations classify goods into nine classes; some items are allowed only on cargo aircraft (CAO). CCN collects the data operators need, checks acceptance and state variations, and coordinates the flight.
DGR desk
Class, UN number and packing group decide the aircraft before the route does.
CCN is an independent broker and operates no aircraft. Each mission is placed with a regulated operator after comparing several options. How independent brokerage works.
What CCN handles on a dangerous goods charter
- Collecting UN number, class, proper shipping name and quantities
- Checking operator acceptance and any operator or state variations
- Confirming CAO requirements and quantity limits per aircraft
- Coordinating with the shipper's DG-trained staff on documents
- Checking DG handling at origin, destination and any technical stop
- Arranging overflight and landing permits that require DG notification
Lithium battery shipments are covered under technology and electronics charter.
Project loads with fuels or gases often fall under energy and project cargo.
When a DG charter is the right choice — and when it is not
A good fit when
- — Quantities exceed what scheduled passenger or freighter services accept
- — The goods are CAO and no scheduled freighter serves the route
- — Several DG consignments must move together on a fixed date
Usually not the right choice when
- — Small quantities are accepted on a scheduled freighter
- — The goods are forbidden for air transport under any condition
- — Sea transport under the IMDG Code fits the timeline
General freighter charter is covered under cargo charter.
Machinery with residual fuel is often also heavy or outsize cargo.
What the desk needs for a DG offer
Full checklist: what a firm cargo charter quote needs.
- 01UN number and proper shipping name (PSN)
- 02Class or division, and subsidiary risk
- 03Packing group
- 04Net quantity per package and total
- 05Packing instruction and package type
- 06Safety data sheet (SDS)
- 07Non-DG cargo on the same flight
Freighters for dangerous goods charters (indicative)
Type choice follows quantities, CAO status and segregation needs; the operator's DG approval is decisive.
- Boeing 737-800BCFPayload: 21,450 kgMain deck door: 3.40 m × 2.16 m (side)
- Boeing 767-300FPayload: 53,977–54,884 kg (by engine)Main deck door: 3.40 m × 2.54 m (side)
- Boeing 747-400FPayload: 112,900 kg (747-8F: ≈ 134,000 kg — indicative value, not manufacturer-verified)Main deck side door: 3.4 m wide × 3.1 m high (clear opening)
- Antonov An-124Payload: ≈ 120,000 kg (-150: ≈ 150,000 kg)Cargo cabin: ≈ 36.5 m × 6.4 m × 4.4 m
Indicative — depends on route, fuel, density and operator. CCN operates no aircraft; types shown are examples operators offer, not a fleet.
Limits to check for dangerous goods
- Operator acceptance for each UN number
- State variations at origin, destination and overflown countries
- Segregation of incompatible classes on board
- DG handling and storage at each airport
- Permit lead times for explosives or radioactive material
From SDS to flight
- 01You send UN numbers, quantities and SDS.
- 02The desk checks acceptance and limits with operators.
- 03Documents are prepared by your DG staff; handling and permits are confirmed.
- 04Acceptance check at the airport, loading per segregation plan, flight.
What a DG charter offer contains
- Aircraft type, operator and registration where already allocated
- Routing, technical stops and planned timings (local times)
- Usable payload and volume for your cargo on this routing
- Price basis (per flight, per block hour or per rotation), currency and validity
- Inclusions and exclusions — handling, fuel, permits, insurance, positioning
- Subject-to conditions: availability at signature, permits, slots, operator acceptance
- Accepted UN numbers and quantities as confirmed by the operator
Questions
Frequently asked questions
See all questionsNo. Carriage depends on operator approval, aircraft type, class of goods and the states on the routing. We confirm acceptance before offering a firm price.
Safety data sheet, UN number, class, packing group, packaging type, net and gross weight per package and total quantity, plus origin and destination.
Often yes, under the applicable packing instruction and with operator acceptance. State of charge and packaging determine what is possible.
Many can, subject to IATA Dangerous Goods Regulations, the operator's own acceptance policy, the states overflown and the handling capability at both airports. Charter is often the only realistic route for classes and quantities that scheduled carriers will not accept, because the aircraft carries no other consignment.
Acceptance is confirmed per operator and per routing, never assumed from the class alone.
UN number, proper shipping name, class and division, packing group, net and gross quantity per package, packaging specification and the shipper's declaration. For lithium batteries we also need the state of charge, the cell or battery type and whether they are shipped standalone, packed with equipment or contained in equipment.
Send the safety data sheet early, because it decides which operators can even bid.
Yes in many configurations, and charter is frequently used precisely because scheduled capacity for standalone batteries is limited. The determining factors are UN number, watt-hour rating, state of charge, packaging and the operator's own approval. Battery shipments require lead time for acceptance, so start the conversation before the goods are packed rather than after.
The shipper is legally responsible for correct classification, packing, marking, labelling and documentation. We coordinate acceptance with the operator and handling agent and flag anything that will not pass, but we cannot classify the goods on your behalf. Incorrect declarations are the most common cause of a load being rejected at the ramp.
