Most aircraft parts fit in a box. Some do not: engines and engine modules, landing-gear assemblies, propellers, flight-control surfaces, and the crates and stands that protect them. For these, the delivery usually succeeds or fails before the vehicle moves, depending on what the courier was told, what equipment waits at each end, and whether the packaging meets the rules for the destination. This guide covers what to prepare and what to ask.
Quick answer
- What counts is the packed unit, meaning the crate, pallet, or stand, not the bare part. Give the courier its packed dimensions and gross weight before booking.
- The most common failure is at the dock, not on the road. Confirm that equipment to load and unload the crate exists at both ends.
- Wood crates may be regulated for shipments leaving Canada. The CFIA describes heat treatment to at least 56°C for 30 continuous minutes and a registered stamp, with exemptions that may apply to the continental United States.
- Heavy assemblies often contain batteries, fluids, or pressurized parts. The shipper must determine whether any of them are dangerous goods.
What Makes a Part Heavy for a Courier
Weight alone does not decide it. What matters is the packed unit: the crate, pallet, or shipping stand the part travels in. A compact component in a dense transport case, a long and slender propeller blade, and a wide but light panel can all be "heavy" in practice, because each needs equipment, floor space, or a particular orientation that an ordinary parcel run does not.
That is why the first question a dispatcher asks is usually about the crate, not the part. The answers decide which vehicle is assigned, how many people are needed, and whether the job belongs on a courier run or in freight.
Typical Heavy and Oversized Items
| Item | What makes it difficult | Tell the courier |
|---|---|---|
| Engines and engine modules | Weight, shipping stand, lifting points, possible residual fluids | Packed weight and dimensions, stand type, and whether a forklift is available at both ends |
| Landing-gear assemblies | Weight, awkward shape, possible fluids or pressurized charge | Packed size, how it is supported, and anything that must be declared |
| Wheel and brake assemblies | Weight per unit, stacking limits | Number of units and how they are packed |
| Propellers and rotor blades | Length, fragility, orientation | Length, support points, and any "this side up" requirement |
| Flight-control surfaces and large panels | Size, delicate surfaces, wind exposure when loading | Dimensions, protective frame or cover, and handling limits |
| Auxiliary power units and large accessories | Weight, batteries or fluids in some units | Gross weight and any dangerous-goods content |
| Tooling and ground-support equipment | Weight, irregular shape, no standard packaging | A photo, the dimensions, and whether it can be tilted |
The Information That Makes a Quote Accurate
- Packed length, width, and height, with the unit stated (centimetres or inches).
- Gross weight including the crate or stand, with the unit stated.
- Number of pieces, and whether they travel together.
- Whether the crate has fork pockets or lifting points, and where they are.
- Whether it can be tilted or stacked.
- Pickup and delivery dock type: ground level, raised dock, or none.
- Loading equipment on site at each end, and who operates it.
- Receiving hours and the name of an on-site contact.
Loading Equipment: Plan Both Ends
The usual failure with a heavy load is not the drive. It is the dock. A crate that is loaded by forklift at the shipper and has nothing to lift it at the destination ends up stuck on the vehicle, with the clock running. Confirm both ends before dispatch.
If either end lacks equipment, say so when you book. The courier can tell you whether the assigned vehicle can handle the load or whether the receiver needs to arrange equipment. A straight answer at that stage is a good sign, and a vague one is worth following up. For aircraft that are already grounded, our article on AOG parts delivery explains why this check cannot wait.
Crates, Pallets, and Wood Packaging Rules
Wood crates and pallets are standard for heavy parts. For shipments leaving Canada, wood packaging material can be regulated under the international standard known as ISPM 15. The Canadian Food Inspection Agency states that such material must be debarked and heat treated to a minimum of 56°C for at least 30 continuous minutes throughout the wood, including its core, and stamped by a facility registered under its heat-treatment program. It also states that exemptions may apply for exports to the continental United States.
On the import side, the Canada Border Services Agency states that non-manufactured wood packaging arriving from countries other than the United States must carry the official IPPC mark or be accompanied by a valid phytosanitary certificate. It adds that non-manufactured wood packaging moving between Canada and the United States is not subject to these requirements under a bilateral agreement, and that manufactured wood products, such as plywood or particle board, are not regulated under ISPM 15.
Non-compliance can mean a refused or returned shipment, which is costly for a part someone is waiting for. Confirm the current rules for your destination with your customs broker or the agencies before the crate is built, because the answer depends on where the crate is going.
Dangerous Goods Inside Heavy Parts
Many heavy assemblies contain batteries, fluids, or pressurized components. Transport Canada states that batteries are dangerous goods under the Transportation of Dangerous Goods Regulations, most of them falling under Class 8 or Class 9 (which includes lithium batteries), and that the consignor must classify them. Limited exemptions exist, and anyone who handles or transports dangerous goods must be trained, unless an exemption applies.
Residual fuel, oil, or hydraulic fluid in engines and gear should be handled according to the manufacturer's maintenance documentation and the shipper's own dangerous-goods determination. The courier cannot make that determination from the outside of a crate. Our guide to dangerous goods in aviation courier work explains who is responsible for what.
When It Is No Longer a Courier Job
Some loads exceed what a courier vehicle can take, or need a crane, a specialized trailer, or travel permits. Those belong to freight. A courier's strength is speed and a direct route for what fits, and the honest answer to an oversized load is sometimes a different kind of carrier. Our comparison of courier and carrier services sets out where that line usually falls.
A Heavy-Part Brief You Can Reuse
- Part description and reference number, written on the outside of the crate.
- Packed dimensions and gross weight, with units.
- Orientation arrows, lifting points, and fork pockets marked.
- Dangerous-goods determination made, with the paperwork ready if needed.
- Wood-packaging requirements checked for the destination.
- Loading equipment and an on-site contact confirmed at both ends.
- Receiving hours and any appointment confirmed.
- Photos of the packed unit before it leaves, kept on file.
Frequently Asked Questions
How do I know whether my part is too big for a courier?
Start with the packed dimensions and gross weight, not the part's own size, and give both to the courier before booking. They can tell you whether the job fits the vehicle and the handling equipment. If it needs a crane, permits, or a specialized trailer, freight is the right option.
Do I need an ISPM 15 stamp on a crate leaving Montréal?
It depends on the destination. The Canadian Food Inspection Agency describes heat-treatment and marking requirements for wood packaging in outbound shipments and states that exemptions may apply for the continental United States. Confirm the current rules for your destination with your broker or the agency.
Who loads and unloads a heavy crate at each end?
Unless agreed otherwise, the shipper's and receiver's dock staff and equipment usually handle it. A forklift at both ends is the simplest case. Settle this before dispatch so the vehicle does not wait.
Can a heavy AOG part still travel the same day?
Often, when it fits the assigned vehicle, both docks are ready, and the paperwork is complete. In practice the limit is more often the dock than the road.
What should a heavy crate be marked with?
Clear orientation arrows, the gross weight, lifting or fork points, a fragile marking if relevant, any dangerous-goods labels that apply, and the part description and reference number, so the receiving team can identify it without opening it.
Brief the Load, Then Move It
Heavy and oversized parts reward preparation: the right numbers up front, equipment confirmed at both ends, packaging that meets the destination's rules, and an honest answer about whether the job fits a courier. Done in that order, the drive is the easy part.
Rush Expedited Courier serves aircraft-parts customers from Dorval, with dispatch around the clock. Send the packed dimensions and weight with your request through the quote form; the aircraft parts courier service page lists the rest of what we do.
Sources and Further Reading
- Canadian Food Inspection Agency: requirements for wood packaging material in outbound shipments from Canada
- Canada Border Services Agency: wood packaging material import requirements
- Transport Canada: transporting batteries