Operations Control CenterFreighter and heavy-lift charters, supported on the ground
AN-124, IL-76, B747F, B777F and narrow-body freighters across the Middle East, Africa and Central Asia — MTOW permits, freighter slots, main-deck loading, dangerous goods and a ramp agent for the full turnaround.
A cargo charter fails on the ground far more often than in the air. The stand does not take the wingspan, the field has no main-deck loader, the pavement will not carry the ACN, the night curfew closes before the offload finishes, or the permit is filed as a passenger movement and rejected. LFS checks every one of those against the real station before the charter is committed, then runs the turnaround.
Needs MTOW/heavy-aircraft approval at most Gulf and African fields, a surveyed ramp position and pavement check (PCN vs ACN) before slot confirmation.
Noise-compliant variant only at Stage 4 restricted airports. Night curfew waivers and operator-specific permits are usually the critical path.
Requires a main-deck capable loader (widebody K-loader) and a nose-door compatible stand — not available at every gateway.
Stand and loader availability is the usual constraint at secondary fields; LFS confirms both before the slot is filed.
Widely accepted at Gulf and African gateways with standard widebody handling.
The practical option into regional and feeder fields where widebody stands or loaders do not exist.
Overflight and landing clearances for heavy and outsized freighters are filed differently: MTOW declarations, cargo manifests with commodity detail, and in several states a separate cargo or charter approval on top of the flight permit. We file all of it as one package.
Freighter slots sit outside the passenger pool at most coordinated airports. We negotiate the slot pair, the PPR and, where the schedule demands it, the night-curfew waiver — with the noise certificate attached up front.
Stand dimensions, pavement strength, main-deck loader availability, high-reach equipment and tow capability are checked at the actual station before the charter is confirmed, so the aircraft is never sold into a field that cannot unload it.
Main-deck K-loaders, scissor lifts, roller beds, spreader plates for concentrated loads, cranes and forklifts arranged to the tonnage. Loadmaster liaison on shoring, tie-down schemes and centre-of-gravity limits.
IATA DGR Class 1 to 9 acceptance, NOTOC preparation, segregation checks and authority notification. For project cargo, route surveys for oversize pieces and coordination with the ground transport leg.
Contract fuel releases or card settlement, crew transport, hotac and visa support, catering, GPU and ASU, plus a ramp agent on station for the full turnaround with a timestamped movement report.
- Oil, gas and energy project equipment
- Mining and drilling machinery
- Aircraft engines, APUs and AOG spares
- Power generation turbines and transformers
- Humanitarian relief and disaster response loads
- Defence and government equipment under diplomatic clearance
- Perishables, pharma and temperature-controlled loads
- Vehicles, helicopters and rolling stock
- How quickly can LFS support an AN-124 or IL-76 charter?
- For a routine sector into a Gulf or North African gateway, a heavy freighter can typically be supported within 48 to 72 hours once the manifest and aircraft documents are with us. Urgent humanitarian or AOG movements have been turned inside 24 hours where the authority accepts an expedited filing. The permit lead time, not the handling, is almost always the constraint.
- Does LFS charter the aircraft as well?
- LFS is a flight support and ground handling organisation, not an aircraft operator or broker. We work alongside your chosen operator or broker and take responsibility for permits, slots, handling, fuel, crew logistics and ramp supervision at the stations on the routing.
- What stops a freighter landing at a given airport?
- Usually one of four things: pavement strength below the aircraft's ACN, no stand that fits the wingspan or nose-door arc, no main-deck loader on the field, or a night curfew the operator cannot meet. We check all four against the actual station before the charter is committed.
- Can you handle dangerous goods on a charter?
- Yes, where the station and the operator are approved for the class concerned. We confirm acceptance for the specific UN numbers, prepare and check the NOTOC, verify segregation and packing group requirements, and notify the authority where the class requires it.
- Who supervises the loading?
- An LFS ramp agent is on station for the turnaround, working with the operator's loadmaster on shoring, spreader plates, tie-down and the load sheet. You receive a timestamped movement report with photographs of the secured load.
- Can one trip file cover a multi-sector charter?
- Yes. A single trip file carries the whole routing — every overflight, every landing, every station's handling and fuel — with one point of contact and one consolidated invoice at the end.
Who this cargo charter support is for
LFS does not own or operate freighter aircraft and does not sell cargo capacity. We support the operators, charter brokers, freight forwarders and logistics teams who do: the airline flies the aircraft, the broker or forwarder sells the movement, and LFS coordinates the permits, slots, handling, fuel and ramp supervision that the flight needs at each station.
If you are looking to buy space on a cargo aircraft, a charter broker or the operator is the right first contact. If you already have the aircraft and need the routing to work on the ground, that is where the LFS desk comes in.
From enquiry to departure: how a cargo charter is set up
1. Check the aircraft against each station
Runway length and strength, stand size, pavement rating, loader availability, opening hours and curfews are checked for every airport on the routing. Since ICAO introduced the ACR-PCR method for reporting pavement strength, some States publish ACR/PCR values while others still show ACN/PCN during the transition, so the current AIP entry is checked for each airport.
2. File permits for the right type of flight
Cargo charters are often non-scheduled commercial flights and many States require a specific permit for them, separate from passenger charters. Weight, cargo description and dangerous goods details are commonly requested. See urgent flight permits and overflight permits.
3. Book slots, handling and loading equipment
Main-deck loaders, high loaders, forklifts, cranes and qualified loading staff are confirmed in writing with the handler. Where specialist equipment must come from off airport, delivery timing becomes part of the plan.
4. Fuel, crew and the turnaround
Fuel releases, crew hotels and transport, and a ramp coordinator for the turnaround are added to the same trip file. Long cargo routings often need a technical stop for fuel or a crew change.
Dangerous goods, outsize and special cargo
Dangerous goods by air are governed by the ICAO Technical Instructions and, for most operators, the IATA Dangerous Goods Regulations. The shipper declares the goods, the operator accepts them, and the States on the route may require their own approvals or exemptions. LFS passes the declared classes and UN numbers to the authorities and handlers that need them, and flags where a State requires prior approval. We do not classify or accept dangerous goods ourselves.
Outsize items, such as industrial machinery, energy-sector equipment or vehicles, bring their own checks: door dimensions, floor loading, tie-down plans and the handling equipment available at both ends. Live animal flights follow the IATA Live Animals Regulations and destination veterinary rules.
Common reasons cargo charters are delayed on the ground
- The permit was filed with the wrong flight type or missing cargo details.
- No suitable main-deck loader at the station, or it was booked for another flight.
- The aircraft exceeds the published pavement rating and no concession was requested.
- A night curfew or customs hours close before loading finishes.
- Dangerous goods paperwork does not match what the State approval covers.
- Fuel was assumed rather than booked with the supplier.
What to send for a cargo charter support quote
Aircraft type and registration, the full routing with UTC times, payload weight and number of pieces, the largest piece dimensions and weight, a cargo description, dangerous goods details if any, and the services needed at each station. The more complete the first message, the faster the desk can say what is feasible. For wider freight work see cargo and freight and our guide to cargo aircraft ground handling in the Middle East.
Frequently asked questions
Does LFS operate cargo charter flights?
No. LFS does not operate aircraft or sell cargo capacity. We provide flight support (permits, slots, handling, fuel and ramp coordination) for operators, brokers and forwarders running the charter.
Can LFS help with dangerous goods on a charter?
We pass the declared dangerous goods information to the authorities and handlers on the route and flag where prior State approval is needed. Classification and acceptance remain with the shipper and the operator.
How early should a heavy-lift charter be planned?
As early as possible. Permit requirements, loader availability and pavement checks vary by station, and some approvals take longer than others. The desk confirms what is realistic for your dates.
Official and reference sources
Reviewed 25 October 2026. Current AIP, NOTAMs, authority requirements and written provider confirmations govern each flight.
Send your flight details
Share your route, aircraft, UTC schedule and the services you need. The LFS desk will review the request and confirm documentation, availability and terms. Permits and access remain subject to approval by the relevant authority.
Request cargo charter support