AOG spares, engines, avionics and project aerospace cargo — flown when the aircraft is waiting, ocean when the calendar allows, with traceability on the file from pickup.
Aviation freight fails on paperwork and on time, rarely on the truck. An AOG spare that misses the evening freighter is a grounded aircraft; an engine without a traceable pack and an export classification is a hold at the ramp. We book air first when downtime is costing more than the freight, and we say so when ocean would have done the same job for a fraction of it.
The work is ordinary freight with an unforgiving clock: pickup that meets a cut-off, packing that airlines will accept, and a file that can show who handled the part. We are a forwarder, not an MRO — we move OEM and aftermarket parts, tooling and project pieces. We do not recertify components or install them.
Engines, APUs, landing gear, avionics and structural parts packed for air or ocean, with serial numbers on the documents rather than “as per packing list”.
Next-flight-out and on-board-courier style air when the aircraft is waiting. The quote names the cut-off we can still make, not a generic “expedited”.
Tooling, test equipment and sensitive assemblies that need shock, tilt or humidity control rather than a standard pallet.
Stands, airframe sections and other pieces that do not fit a standard ULD or container — planned as project cargo, not squeezed onto a general sailing.
Aviation work is mostly air, with ocean for planned rotables and project pieces.
What it is, where it has to be, and whether ITAR, EAR or a dual-use classification applies. Missing that on day one is how AOG cargo still sits on Friday.
Next flight, consolidated air, or ocean if the maintenance window allows. You see the cut-offs and the price difference before anything is booked.
Packing that the airline will accept, pickup that makes the cut-off, export filing in-house. Serials on the invoice and packing list, not in a follow-up email.
Destination agent pre-alerted, delivery booked to the hangar or bonded facility, and the file closed with the documents the receiving MRO will ask for.
OEM and aftermarket aircraft parts, engines and APUs, avionics, tooling, and project pieces that belong to an airframe or space programme. We move them as freight. We do not overhaul, certify or install them.
Yes: we book against the next available capacity and tell you the cut-off we can still make. AOG is a speed and a cost, not a product name — if a later flight is enough, we will say so.
They are booked as identifiable pieces, packed to the spec the airline or ocean carrier will accept, and handed to a destination agent who has been pre-alerted. Insurance is quoted on declared value; it is not assumed.
We flag controlled cargo before booking and will not confirm a flight or sailing without the classification and, where needed, the licence. If we cannot carry it legally, we stop rather than hope the ramp does not notice.
Part number or description, origin, destination and the deadline that actually matters. If it is AOG, say so — the routing changes.