Consolidated, direct and charter air cargo from JFK, ORD, LAX and MIA — with the customs filing handled the same day.
Air is bought for time. Two to five days door to door on most lanes, daily departures, and a clearance process that usually finishes the same day the flight lands. It is also the mode with the least tolerance for missing paperwork — a document error costs a flight, not a sailing.
We book consolidated space for cost, direct flights for speed, and charter when neither works. Dense, compact cargo is where air is most competitive, because pricing is driven by volume as much as weight; light bulky freight is where it stops making sense, and we will tell you which one you have.
Scheduled airline capacity, booked per shipment on the best available routing.
The fastest option available: the next departure with space, monitored piece by piece.
Shared master air waybill, which trades a day or so of transit for a lower rate.
A dedicated aircraft when the shipment does not fit scheduled capacity.
Active and passive cold chain for cargo that cannot sit warm on a ramp.
Boxed or crated freight within airline dimension limits — the standard case.
Cool-room handling at origin, pre-lodged clearance, and a routing chosen for the shortest ground time.
IATA DGR packing, labelling and declarations; approvals confirmed before the booking.
Checked against aircraft door and pallet dimensions before we quote, not after.
Vault handling where available, restricted routings, and cover quoted on declared value.
Active or passive cold chain with temperature records, and a contingency if the flight is delayed.
We confirm real capacity on the routing before quoting, so the price holds.
Cargo collected, screened and built onto pallets; documents produced in parallel.
Export declaration filed and cargo tendered to the airline ahead of the cut-off.
Departure and arrival confirmed, with the AWB number for line-side tracking.
Entry pre-lodged where possible, then delivery straight off the airport.
Where a day of delay costs more than the freight.
| Lane | Transit | Gateway |
|---|---|---|
| New York → London | 2–3 days | JFK |
| Chicago → Frankfurt | 2–4 days | ORD |
| Los Angeles → Hong Kong | 3–4 days | LAX |
| Miami → São Paulo | 2–4 days | MIA |
| New York → Dubai | 3–4 days | JFK |
| LA → Sydney | 3–5 days | LAX |
Airlines charge on whichever is greater: actual gross weight, or length × width × height in centimetres divided by 6000. A pallet of cushions and a pallet of bearings can weigh the same on paper and price very differently — the cushions pay for the space they take.
Some lithium batteries as standalone cargo, certain aerosols, flammable liquids above defined limits, and anything outside aircraft door dimensions. Many of these are restricted rather than banned: allowed with the right packing, documentation and carrier approval, which we check per lane.
When the shipment is small and dense, or when the alternative cost of waiting is real: expedited production, demurrage, a missed tender, expiring stock. Compare landed cost and the cost of delay, not the freight line alone.
Export clearance is normally same-day with complete documents. At destination, entries can often be pre-lodged before the flight lands, so the cargo clears in hours rather than days when the paperwork was right at booking.
Yes, within IATA DGR limits and for classes we are current on. Lithium cells need the UN 38.3 test summary and a state-of-charge declaration; send the MSDS and we confirm packing, labelling and which carriers accept the class.
Send the pieces, weights and the deadline — we come back with real capacity, a flight and a price.