Air freight is sold by weight.
You pay for space.

On chargeable weight — whichever is greater, the actual weight of your cargo or its volumetric weight. Volumetric weight is length × width × height in centimetres divided by 6,000, or in inches divided by 166. A light, bulky shipment is billed on its size; a small, dense one is billed on its mass. The calculator above works it out on your own dimensions.

Because an aircraft runs out of room before it runs out of lift. Airlines price the space a shipment occupies, so anything lighter than roughly 167 kg per cubic metre gets billed on volume instead of mass. It is not a surcharge — it is how the industry has priced air cargo for decades. The practical consequence: how your cargo is built changes the bill. A skid packed taller than it needs to be costs real money.

For most Latin American destinations it is overnight or next day once the cargo makes the day’s cutoff — book by noon, cargo to the airline by five. Our Miami to Brazil lane runs daily and direct, on the ground in São Paulo the next morning. Honduras flies four times a week with a one-day transit. The variable is rarely the flight; it is whether the cargo and its paperwork reach us before the cutoff.

Effectively all of them, weekly or better — but we deliberately do not publish a route map, because air freight does not work like a route map. Capacity is what is actually available on the day, on the aircraft that is actually flying, and it changes. A forwarder advertising fixed departures to sixty cities is showing you a marketing document, not a schedule. Tell us the destination and the date and we will tell you what genuinely lifts, on which carrier, for what.

Yes, regularly, for operators across Latin America. Aircraft parts move in both directions — spares out of Miami and rotables back for overhaul — including dangerous goods such as batteries and pressurised units where the paperwork is right. On AOG we book the first available lift rather than the cheapest routing, and charter when nothing scheduled will take it. If you operate aircraft in the region, it is worth setting this up before you need it rather than during.

We tender regularly to UPS, DHL, Amerijet, LATAM, American Airlines, Atlas Air and Avianca Cargo, among others. We are deliberately not tied to one carrier — a forwarder with a single relationship sells you that carrier’s schedule and that carrier’s bad days. We book whoever has the right lift on the day your cargo is ready.

Yes — import as well as export. Cargo recovered from MIA is devanned, cleared and moved onward from our bonded cross-dock in the same building as the export desk, which is why a recovery in the morning can be on a truck the same afternoon.

No. We are a commercial freight forwarder and handle business cargo only. For personal shipments a courier or a moving company will serve you better and cost you less.

Both. Charter or part-charter when dimensions, weight or timing mean nothing scheduled will take the cargo. Sea-air — ocean to a transhipment point then air onward — is slower than pure air and considerably cheaper, and it is worth pricing whenever the deadline is measured in weeks rather than days.

Because screening happens after we tender the cargo to the airline, not in our building. We hold TSA Indirect Air Carrier certification, which lets us hand cargo into the air system on our own authority — but the airline still has to screen it, and that takes time we do not control. The cutoff is built around that, not around the departure time.

Yes. We book both belly capacity on passenger aircraft and main-deck freighter capacity, so oversize goes on whichever suits it. Height is usually the constraint. A wide-body belly hold takes roughly 63 in / 160 cm including the pallet base; a freighter main deck takes up to about 118 in / 300 cm. The exact ceiling varies by aircraft and carrier, so it is worth checking before you crate rather than after — send dimensions with the quote request and we will confirm which you are looking at against the actual aircraft.

Yes. We need the completed Dangerous Goods Declaration and the MSDS before the cargo reaches our dock. A shipment that arrives without them misses the flight, because the paperwork cannot be produced retroactively at the airline counter.

Cargo from an established shipper moves through screening more predictably. If you ship by air regularly and are not set up, it is worth sorting once rather than negotiating it on every booking — ask us and we will walk you through what is involved.

Perishable and temperature-controlled cargo. That applies to air and ocean alike and to our Miami warehouse generally — we are not set up for it, and we would rather tell you now than take the booking and disappoint you.

Dimensions and weight per piece, the piece count, the destination airport or door address, the commodity and its value for insurance, any dangerous goods classification, and when it needs to land. Dimensions matter more here than on ocean freight — without them we cannot calculate chargeable weight, and any number we give you would be a guess. A rate comes back within four business hours.