Case studies
What it looks like when the simple route does not work
Anyone can move a standard shipment. The difference shows when the job is off the textbook: the volume is too large for scheduled flights, the deadline is tighter than the timetable, and the client is starting from zero. Three projects that explain how we think.
60 tonnes of batteries — charter flight, 14 days from cargo handover
The task. The client had to move 60 tonnes of battery cells, and the deadline left no room for sea or rail. A separate complication was the goods themselves: lithium batteries fall under special air transport rules, and scheduled flights accept such cargo in limited batches, when they accept it at all.
The solution. Splitting 60 tonnes into dozens of small consignments on scheduled flights would have stretched delivery over months. So we did it differently: we negotiated directly with an aircraft owner and arranged a charter flight for this cargo, with documentation that allows batteries to travel on a single aircraft. The charter was agreed in advance, before the goods even reached our warehouse — which is why not a single day was later lost to waiting.
The result. The full volume — 60 tonnes — arrived in Ukraine 14 days after the goods were handed over at our warehouse. In one consignment, with a complete document package.
Why a charter means 14 days, not 11 hours of flight time
| Stage | Time |
|---|---|
| Receiving 60 tonnes at the warehouse, checking the consignment | 1–2 days |
| Packing and preparing batteries for air transport | 1 day |
| Delivery to the charter departure airport | 5 days |
| Flight paperwork and aircraft loading | 2 days |
| Flight | about 11 hours |
| Arrival, customs clearance and delivery within Ukraine | 4 days |
The aircraft itself flies for less than a day — the rest of the schedule is taken up by ground procedures without which 60 tonnes of batteries never leave the ground: special packing, permits, the road to the aircraft and customs clearance. We quote the client the time from cargo handover to receipt, not a flattering number of hours in the air — and that is the figure we commit to.
34 tonnes of fibre optic cable — three airlines at once
The task. 34 tonnes of fibre optic cable. Price was the priority, but the deadline was pressing too: the client could not wait for sea freight. We priced a charter first — and told them honestly that for this job it was too expensive.
The solution. To move the entire volume quickly without overpaying for a dedicated aircraft, we split the cargo across three airlines on three different routes through two airports. The consignments flew in parallel rather than in sequence. All parts then converged at our consolidation warehouse in Poland — and the cargo travelled on to Ukraine by road as a single shipment.
The result. The client received all 34 tonnes on schedule at a price substantially below a charter. A route with three branches looked from the outside like one delivery — with one person responsible and one status in the client portal.
A product business from zero — from finding the factory to 3 tonnes a month
The task. The client was entering the product business from zero: no supplier, no experience working with China, no understanding of customs procedures. What was needed was not a carrier but a partner for the whole chain — clothing and footwear from the factory to a warehouse in Ukraine.
The solution. We closed the full cycle: found and vetted suppliers, handled the order and payment, received the goods at our warehouse in China and checked them against the order, sent the client a report and waited for confirmation — and only then shipped the consignment on DDP terms: one figure, customs clearance included, delivery to the door.
The result. The first consignment turned out to be not a one-off attempt but the start of a business. Today the client moves around 3 tonnes a month by air — a regular flow that grew out of a request to help get started.
What these stories have in common
The route is built around the cargo
A charter, three parallel airlines or sea freight — we do not sell a single mode of delivery, we assemble a scheme around the deadline and budget of a specific consignment.
We do the maths against ourselves
In the fibre optic case a charter would have earned us more. But the client's objective was price — so we proposed a scheme that was harder for us and better for them.
One person responsible
In every one of these stories the client dealt with one manager and saw one status — however many links, airlines and countries were involved inside the route.
FAQ
Frequently asked questions
Quote · free of charge
Do you have a non-standard task?
Describe the cargo and the deadline — within 30 minutes we will give you a preliminary quote and tell you honestly which scheme wins for you.