Humanitarian, government and NGO charter
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
Relief cargo, medical supplies and mission-critical equipment often move under compressed timelines and into difficult airports. We source aircraft against the destination reality and stay on the mission end-to-end.
Relief operations desk
Field airfields, tight windows, full audit trail on every kilo.
Relief flights, briefly
Humanitarian and government charter delivers relief supplies, shelter, medical goods and personnel, frequently into constrained or damaged airfields. Overflight and landing permits, security clearance and offload capability drive feasibility more than aircraft availability.
Scope of service
Aircraft, crew and permits mobilised on humanitarian timelines.
What donors and audits require
Aircraft, crew and permits mobilised on humanitarian timelines.
Ramp-loaded and short-runway capable aircraft where paved-hub infrastructure is unavailable.
Ad-hoc missions, series rotations and sustained air bridges.
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
Many relief destinations have no loader. Ramp-loading aircraft, on-board cranes or roller floors become the deciding factor.
Overflight clearances and airfield access in constrained environments have long lead times and are tracked as the critical path.
Flight documentation, manifests and proof of delivery are structured for donor and audit requirements.
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.
Relief airlift enquiry
Tonnage, destination airfield and the funding deadline shape the aircraft and the routing.
Overflight and landing permits, offload capability and donor-grade documentation are part of the plan.
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.
Response windows
Relief and government movements live or die on clearances, apron congestion and offload capacity at the receiving field.
Regions handled most often
Clearance lead time, not aircraft availability, is the usual bottleneck — we file the critical path with the first option set.
Humanitarian and government airlift
Humanitarian and government missions are constrained by access: diplomatic and overflight clearance, damaged or restricted airfields, limited handling and fuel, and security conditions on the ground.
We build the routing around what is actually approvable and operable, and keep a fallback field in the plan from the start.
Donor and agency programmes need clear documentation: manifests, waybills, proof of delivery, temperature records for medical loads and flight reporting against the grant conditions.
The reporting requirement is agreed before departure so the paperwork matches the funding rules rather than being reconstructed afterwards.
Questions
Answers from daily desk work: payload, ready date, permits and cost drivers.
See all questionsSubject to clearance and an operational assessment, yes. Aircraft type is selected against runway, handling and fuel availability.
UN agencies, NGOs, government departments and their logistics partners. We work with the mandate, the funding cycle and the reporting requirements that come with them, including flight documentation for donor reporting.
Aircraft can often be sourced within hours. Diplomatic and overflight clearances are usually the determining factor.
Yes, with temperature-controlled handling and documented records for donor reporting.
Every mission is delivered with flight documentation, air waybills, weight and load records and, where required, temperature logs and proof of delivery, in a format donors and grant auditors accept without follow-up requests.
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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