Cargo Jet Charter

A cargo jet charter is the hire of an entire jet aircraft to carry one shipper's freight. Instead of buying space on a scheduled flight, the shipper books the whole aircraft, which departs when the cargo is ready and flies directly between the airports nearest the pickup and delivery points. A licensed operator flies the aircraft, and a broker often arranges the aircraft, the trucking at each end and the paperwork. Cargo jets range from light jets carrying a few pallets to wide-body freighters that carry well over 200,000 pounds. Charters are used for urgent parts, oversized equipment and freight that cannot wait for a scheduled departure.

A private jet charter is built around passengers. The aircraft has a cabin with seats, a galley and baggage space, and the operator plans the flight around people and their luggage. A cargo charter uses aircraft configured for freight, with cargo doors, open holds, tie-down points and floors rated for heavy pieces. Some small jets fly in cargo configuration with the seats removed, which is how a light jet carries several pallets. The paperwork differs as well, because freight moves under an air waybill and dangerous goods rules apply. A passenger charter is not a substitute for a freight charter when the load is heavy, bulky or regulated.

A positioning leg is a flight an aircraft makes without paying cargo, either to reach the airport where the charter begins or to return to its base afterward. If the nearest suitable jet sits far from your pickup airport, it has to fly there empty before loading your freight. Operators usually build those positioning hours into the charter price, which is why the location of available aircraft matters as much as the length of the trip itself. A one-way charter may carry positioning cost at both ends. Choosing an aircraft based close to the departure airport is one of the most direct ways to keep a charter quote in line.

An empty leg is a positioning flight that an operator offers at a reduced price rather than flying with nothing on board. It happens when an aircraft has to reposition after a charter, for example returning to base after a one-way trip. If your freight happens to need the same route at the same time, an empty leg can lower the cost of a charter. The catch is timing. Empty legs follow the operator's schedule, not yours, and they can change or disappear if the original charter moves. They suit flexible shipments well, but they rarely line up with urgent freight that has a fixed deadline.

An ad hoc charter is a one-time booking of an aircraft for a specific shipment or a short series of flights. The operator supplies the aircraft, crew and operation, and the shipper or broker pays for that trip. An ACMI wet lease is a longer arrangement in which an operator provides the aircraft, crew, maintenance and insurance, usually to an airline or large logistics company that adds the capacity to its own network for weeks, months or longer. The lessee typically covers fuel, airport fees and other operating costs. Shippers with urgent or one-off freight use ad hoc charters, while ACMI suits companies that need regular dedicated capacity on fixed routes.

FAA Part 135 is the section of the Federal Aviation Regulations that governs commuter and on-demand air operations in the United States. An operator certificated under Part 135 is authorized to fly charter flights for hire, including on-demand cargo flights, within the limits of its operating specifications. The rules cover pilot qualifications and rest, aircraft maintenance, operational control and safety programs. Many smaller cargo aircraft and business jets used for charter fly under Part 135. Larger freighter operations are generally certificated under Part 121, the rules for scheduled and supplemental air carriers. For a shipper, the key point is that the company flying the aircraft must hold the right FAA certificate.

AOG stands for aircraft on ground. It means an aircraft cannot fly until a part is replaced or a repair is made, so it stays grounded where it sits. For an airline or operator, every hour on the ground means cancelled flights, stranded crews and passengers or cargo left waiting. AOG parts, such as engine components, landing gear parts and avionics units, are among the most common reasons for an urgent air charter or next flight out shipment. A small part may fly with an onboard courier, while a large part such as an engine may need a dedicated freighter. AOG shipments are treated as the highest priority from pickup to delivery.

On a charter, the operator is the company that holds the FAA certificate, owns or controls the aircraft and is responsible for operating the flight safely. The operator's crew decides whether a flight can go, how the aircraft is loaded and whether weather or maintenance allows departure. A broker arranges the charter on the shipper's behalf. It finds suitable aircraft, obtains quotes, coordinates the trucking and paperwork, and keeps the shipper informed, but it does not fly the aircraft. A good broker is clear about which operator is flying the shipment. The shipper remains responsible for describing the freight accurately and declaring any dangerous goods.

Usually not. Air carriers limit their liability for loss or damage by law and by contract, and those limits are typically based on the weight of the shipment rather than its value. For international flights, treaties such as the Montreal Convention set the limits. For domestic flights, the operator's contract of carriage and tariff do. A light part worth a great deal, such as an avionics unit or a semiconductor tool, can be worth far more than the carrier would pay for its weight. Shippers moving high-value freight should declare a value where the carrier allows it or buy separate cargo insurance before the flight.

Many dangerous goods can fly on a cargo charter, and cargo-only aircraft can carry some items that passenger flights cannot. The same core rules apply on every flight. In the United States, dangerous goods by air are regulated by the Department of Transportation and the FAA, and operators also follow the IATA Dangerous Goods Regulations. The shipper must classify the material, pack it in approved packaging, mark and label it, and provide a signed declaration. Some items have quantity limits and some are forbidden. Lithium batteries, flammable liquids, compressed gases and certain chemicals are common examples. Declaring them up front lets the operator confirm the aircraft and crew can carry them.