Dangerous goods, subject to acceptance
Every dangerous goods movement is subject to operator acceptance, aircraft compatibility, permits and handling capability. We evaluate the shipment against the DGR classification and source aircraft and handling accordingly.
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
Hazardous cargo, briefly
Dangerous goods charter moves classified cargo under IATA DGR and the operator's own acceptance policy. UN number, class, packing group, packing instruction and net quantity per package decide which operators, aircraft and airports can take the shipment.
Scope of service
UN number, class and packing group drive operator and aircraft selection.
What a DGR-literate broker checks
UN number, class and packing group drive operator and aircraft selection.
Regulatory documentation and notifications aligned to the mission.
Origin and destination stations evaluated for DGR acceptance before dispatch.
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
Every DG movement is subject to operator, state and airport acceptance. We screen acceptance before quoting so a booked aircraft is not rejected at check-in.
Most DG delays are paperwork, not the goods. We review the declaration, marks and labels against the operator's variations before the truck leaves.
Overflight restrictions and station DG capability can change the routing, tech stop or aircraft. That is priced into the proposal, not discovered later.
DGR enquiry
With the declaration details we can tell you within the hour which operators will carry the shipment.
Shipper's declaration, packing group and segregation are checked before any operator is approached.
How to submit a requirement
You send the requirement straight to the desk — no account needed. We work it against operators immediately and come back with 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.
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.
DG casework
Dangerous goods requirements are filtered by class, packing group and operator approval before commercial comparison begins.
Regions handled most often
Send the UN numbers, packing groups and net quantities up front — they decide operator eligibility before price does.
Hazardous cargo by air
Dangerous goods charter starts with correct classification: UN number, class and packing group, packing instruction, net quantity per package and the shipper declaration. Batteries, aerosols, chemicals, oxidisers, explosives and radioactive materials each carry their own acceptance path.
No operator can confirm an aircraft against an unclassified shipment. Sending the safety data sheet with the enquiry saves the most time.
Acceptance is a decision by the individual operator and, for some classes, by the state of overflight or landing. Segregation rules, loading position, quantity limits and crew training all form part of the approval.
Cargo aircraft only (CAO) shipments are frequently the reason a charter is the sole option, since scheduled belly capacity cannot take them.
The IATA classification splits hazardous cargo into nine dangerous goods classes, and the class decides which aircraft, which loading position and which operator approval apply. Class 1 covers explosives, from blasting agents to airbag inflators, and is the most tightly restricted in the air. Class 2 covers gases in three divisions: flammable, non-flammable compressed and toxic. Class 3 covers flammable liquids such as solvents, paints and many fragrances.
Class 4 covers flammable solids, substances liable to spontaneous combustion and substances that emit flammable gas in contact with water. Class 5 covers oxidising substances and organic peroxides, both temperature sensitive in transit. Class 6 covers toxic and infectious substances, including diagnostic and clinical samples. Class 7 covers radioactive material, where the transport index and package category govern stowage distances.
Class 8 covers corrosives — acids, alkalis and battery fluid — and drives segregation from foodstuffs and from metals. Class 9 is the miscellaneous class and is where lithium batteries, magnetised material, dry ice and engines containing fuel residue sit; in practice it generates more charter enquiries than any other class. Within each class, the packing group grades the degree of danger and sets the packaging standard.
The IATA Dangerous Goods Regulations are reissued every year and translate the ICAO Technical Instructions into the manual that airlines, handling agents and shippers actually work from. They set the packing instruction per UN number, the quantity limits per package for passenger and cargo aircraft, the marking and labelling, the shipper's declaration format and the segregation table that keeps incompatible classes apart in the same hold.
Two points matter commercially. First, operator and state variations sit alongside the regulations: an operator may refuse a class the manual permits, and a state may restrict it on overflight. Second, an edition change can alter a packing instruction mid-programme, which is why a series of flights is checked against the current edition rather than the one used at the first departure.
Questions
Answers from daily desk work: payload, ready date, permits and cost drivers.
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.
Talk to the desk
AOG and time-critical requirements can be raised by phone or email at any time — no account required.
Keep reading
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Knowledge
Send the requirement and the desk will come back with sourced options, or call now if it is time-critical.
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