G9 · hub Sharjah (SHJ) · Sharjah, Abu Dhabi and Ras Al Khaimah bases

Hand carry on Air Arabia

Air Arabia flies from Sharjah, Abu Dhabi and Ras Al Khaimah with a strong subcontinent, Egypt and Central Asia programme and a growing European network, including a Sharjah, Munich non-stop.

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One person beats a parcel networkon Air Arabia

The freight chain is not slow because aircraft are slow, it is slow because a consignment waits at every handover. A courier removes the queues, not the kilometres.

OnBoard CourierOne person. One seat. One signature.

CollectedIn the cabin Delivered in on Air Arabia, same day or next morning

Conventional air freightA parcel in a system, every handover is a queue.

Drop-offAcceptance cut-off Build-upFlight Break-downCustoms Delivered, day 3 to 5

0h24h48h72h96h+

When a seat beats a parcel, the full comparison →

Firm quote in 15 minutes

Tell us what has to fly. We answer with a flight and a price.

Five short questions. A dispatcher replies with a named departure, the delivery hour and one fixed price, day and night.

One named courier from collection to signature
Customs cleared in person on arrival
Licensed UAE company, proper VAT invoices

Why Air Arabia matters for a hand-carry

For pick-ups in Sharjah, Ajman, Hamriyah and the northern industrial belt, SHJ is usually an hour closer than Dubai, and on the routes Air Arabia serves non-stop it is often simply the next aircraft leaving. Low-cost carriers apply tighter cabin baggage rules, so this is a network we use deliberately rather than by default: excellent for documents, samples and small parts, less suited to bulky consignments unless we book additional seats.

Fastest departure point for Sharjah, Ajman and the northern emirates
Dense subcontinent and Egypt programme
Growing European network, including Munich from Sharjah
Three UAE bases, Sharjah, Abu Dhabi and Ras Al Khaimah
Keeps costs down on short-notice regional assignments

220countries and territories on the desk

500+airports a courier can be booked into

15 minfrom your message to a firm price

24/7the operations centre is awake

Three departure boards, one desk: Emirates, flydubai and Etihad for on Air Arabia

A hand-carry is only as fast as the next departure. The desk watches three boards at once and books the one that lands first, then holds the one that leaves next.

Emirates

The night bank out of Terminal 3

Between one and four in the morning Emirates pushes back a wave of widebodies from Terminal 3 that reach Europe before the first meeting and Asia by the afternoon. For on Air Arabia that wave is the reason a courier confirmed at eight in the evening is still delivering the next day.

Widebody only, non-stop to 140 plus cities

flydubai

The short sectors, several times a day

From Terminal 2 flydubai runs the one to five hour sectors: the Caucasus, Central Asia, East Africa, the Balkans, the subcontinent. Where a widebody leaves once a day, flydubai often leaves three times, which turns a missed slot into a ninety minute delay rather than a lost day.

Frequency is the fallback

Etihad

Abu Dhabi as the second runway

Ninety minutes down the E11, Etihad leaves from Zayed International with its own bank of departures and, for the United States, immigration cleared before boarding. When the Dubai departure for on Air Arabia is gone, the desk looks at Abu Dhabi before it looks at tomorrow.

US preclearance at AUH

The desk holds no allegiance to a carrier. The booking goes to whichever board puts a courier at on Air Arabia first, at a fare the quote can carry.

on Air Arabia: every hour it waits is an hour it is not moving.

Five questions, one fixed price, a named flight. The desk answers within 15 minutes, day and night, and you decide.

Price it now How it works

Air Arabia in the network the desk measures

Computed on 2026-09-07 from AeroDataBox scheduled route statistics. The desk holds departure schedules for 571 airports, and for the G9 code that yields 76 city pairs across 75 of them. It is a measured sample of the published timetable and not the whole of it. Frequencies move with the season, and a quote is priced on the flights running the day you ask.

75airports on this carrier

35countries and territories reached

76scheduled city pairs held

166average daily flights across them

The schedule the desk holds carries the G9 code on 76 city pairs, reaching 75 airports in 35 countries and territories. Some of those sectors are flown by Air Arabia and some are sold under its code and flown by a partner, which is how the published timetable states it and how a booking has to be read. 72 per cent of those airports sit on Asian time zones, and the next largest block is on European time zones.

The longest sector held for the carrier is Kuala Lumpur (KUL) to Sharjah (SHJ) at about 5,537 km, and the shortest is Muscat (MCT) to Sharjah (SHJ) at about 340 km. 12 of the pairs are under 1,500 km and 2 run past 5,000 km, a medium haul shape that usually joins a Gulf departure at a single interchange. The airport that appears most often on those pairs is Sharjah (SHJ), on 71 of them, which is 93.4 per cent of everything held under this code.

The thickest sector under the code is Doha (DOH) to Sharjah (SHJ) at about 14.1 movements a day, which across a full day is roughly one every 1.7 hours. On a sector at that cadence a missed departure costs a wait rather than a night. 7 of the 76 pairs run four or more times a day and 14 run once a day or less. The second figure is the one that matters when a consignment leaves the factory late, because on those sectors the desk will quote a different carrier rather than promise an hour it cannot hold. After Sharjah (SHJ) the code leans on Ras Al Khaimah (RKT) on 5, Cairo (CAI) on 2, Jeddah (JED) on 2 pairs respectively, and those are the airports a dispatcher looks at second when the first routing is full.

The sectors that carry the G9 code most often

From	To	Country	Flights a day	km	Open it
Doha DOH	Sharjah SHJ	the United Arab Emirates	14.1	393	the pair page
Cairo CAI	Sharjah SHJ	the United Arab Emirates	8	2,427	plan this
Dhaka DAC	Sharjah SHJ	the United Arab Emirates	6.7	3,521	plan this
Amman AMM	Sharjah SHJ	the United Arab Emirates	5.4	2,032	plan this
Damascus DAM	Sharjah SHJ	the United Arab Emirates	5	2,044	plan this
Sharjah SHJ	Trivandrum TRV	India	4.7	2,940	the pair page
Muscat MCT	Sharjah SHJ	the United Arab Emirates	4.6	340	plan this
New Delhi DEL	Sharjah SHJ	the United Arab Emirates	3.9	2,167	plan this
Mumbai BOM	Sharjah SHJ	the United Arab Emirates	3.6	1,914	plan this
Phuket HKT	Sharjah SHJ	the United Arab Emirates	3.6	4,915	the pair page
Jeddah JED	Sharjah SHJ	the United Arab Emirates	3.6	1,716	plan this
Manama BAH	Sharjah SHJ	the United Arab Emirates	3.4	500	the pair page
Bangkok BKK	Sharjah SHJ	the United Arab Emirates	3.4	4,889	the pair page
Chittagong CGP	Sharjah SHJ	the United Arab Emirates	3.4	3,698	plan this
Ad Dammam DMM	Sharjah SHJ	the United Arab Emirates	3.4	586	the pair page
Karachi KHI	Sharjah SHJ	the United Arab Emirates	3.4	1,173	plan this

The 16 sectors the G9 code appears on most often, out of 76. Flights a day is the average daily scheduled movement on the busier of the two directions, as held on 2026-09-07. The schedule lists a code against a sector whether the carrier operates it or sells it, so read this as where the code can be booked. Distances are great circle, computed from the published coordinates of the two airports.

Where G9 meets the UAE gateways

Air Arabia is one of the carriers a courier can board without leaving the Emirates. The desk holds 76 pairs under this code touching Ras Al Khaimah (RKT), Sharjah (SHJ), so a booking can start at a UAE counter and stay on one ticket to the delivery city.

UAE airport	To	Country	Flights a day	km	Open it
Sharjah SHJ	Doha DOH	Qatar	14.1	393	plan this
Sharjah SHJ	Cairo CAI	Egypt	8	2,427	plan this
Sharjah SHJ	Dhaka DAC	Bangladesh	6.7	3,521	plan this
Sharjah SHJ	Amman AMM	Jordan	5.4	2,032	plan this
Sharjah SHJ	Damascus DAM	Syria	5	2,044	plan this
Sharjah SHJ	Trivandrum TRV	India	4.7	2,940	plan this
Sharjah SHJ	Muscat MCT	Oman	4.6	340	plan this
Sharjah SHJ	New Delhi DEL	India	3.9	2,167	plan this

Night restrictions on the airports the G9 code uses

A hand carry is bought for the hours it saves, and an airport that will not take a movement after a certain hour can spend those hours back. 4 of the 75 airports this code is booked through carry a restriction the desk holds in writing, checked 2026-09-07. Exemptions and seasonal variations exist, and the desk confirms the position with the airport or the carrier before it books.

Vienna (VIE), night restrictions. Movements between 23:30 and 05:30 local are limited.
Munich (MUC), night restrictions. Scheduled movements are limited between 22:00 and 06:00 local, with a core quiet period from midnight to 05:00.
London (LGW), night restrictions. Night movements are capped between 23:30 and 06:00 local under a seasonal quota.
Doha (DOH), night operations. Operates around the clock with a strong overnight bank.

Published lanes that carry the G9 code

The site publishes a page for 346 courier lanes. Air Arabia appears in the schedule on 20 of them, and the one it flies most is Sharjah to Cairo at about 8 movements a day. That overlap is the honest test of whether a carrier is useful to this desk rather than merely famous.

Sharjah to Cairo, about 8 scheduled flights a day on the busier direction, 2,427 km.
Sharjah to Dhaka, about 6.7 scheduled flights a day on the busier direction, 3,521 km.
Sharjah to Amman, about 5.4 scheduled flights a day on the busier direction, 2,032 km.
Sharjah to Muscat, about 4.6 scheduled flights a day on the busier direction, 340 km.
Sharjah to Delhi, about 3.9 scheduled flights a day on the busier direction, 2,167 km.
Sharjah to Mumbai, about 3.6 scheduled flights a day on the busier direction, 1,914 km.
Sharjah to Jeddah, about 3.6 scheduled flights a day on the busier direction, 1,716 km.
Sharjah to Karachi, about 3.4 scheduled flights a day on the busier direction, 1,173 km.
Sharjah to Kochi, about 3.3 scheduled flights a day on the busier direction, 2,774 km.
Sharjah to Kathmandu, about 3.3 scheduled flights a day on the busier direction, 2,974 km.

10 further published lanes carry this carrier as well. The lane index lists every one.

The countries the G9 code opens

Of the 35 countries and territories reached, 22 are reached at a single airport, which for a courier means one airport of entry and a road leg for everything else in that country. The deepest is India with 13 airports on this code. The country desk for United Arab Emirates sets out the customs practice, the working hours and the road legs behind these airports.

India (13 airports), Saudi Arabia (9 airports), Pakistan (8 airports), Iraq (3 airports), Egypt (3 airports), Türkiye (3 airports), Syria (2 airports), Bangladesh (2 airports), United Arab Emirates (2 airports), Thailand (2 airports).

Where to go next on the G9 network

Each of the 75 airports above has its own atlas entry with the full destination list, and each of the 76 sectors can be opened in the calculator with the flying time, the distance and the delivery hour worked out. Start with the atlas entry for Sharjah (SHJ), the route calculator with Dubai to SHJ already filled in, the carrier index for the other 236 airlines the desk lists and the airport atlas itself.

Destinations we regularly book on Air Arabia

These are the routes in our network where Air Arabia is one of the carriers we book most often. It is not the airline's full timetable, schedules change constantly, but it is an honest picture of where the couriers the desk places actually fly with them.

City	Airport	Flight time	Route page
Munich	MUC	approx. 6h 20m	Route →
Mumbai	BOM	approx. 3h 15m	Route →
Karachi	KHI	approx. 2h 20m	Route →
Dhaka	DAC	approx. 4h 50m	Route →
Riyadh	RUH	approx. 2h 00m	Route →
Cairo	CAI	approx. 3h 40m	Route →
Ahmedabad	AMD	approx. 3h 00m	Route →
Lahore	LHE	approx. 3h 00m	Route →
Kathmandu	KTM	approx. 4h 30m	Route →
Chattogram	CGP	approx. 5h 00m	Route →
Dammam	DMM	approx. 1h 15m	Route →
Erbil	EBL	approx. 3h 00m	Route →

Emirates Etihad Airways flydubai All destinations →

On board courier vs air cargo

Whether the seat is on Air Arabia or anyone else, this is what the courier changes compared with putting the consignment in the hold.

✓ On board courier

A person in a seat

Leaves on the next available flight, often within hours of your call, 24/7.
One named courier holds the consignment from collection to signature.
Travels in the aircraft cabin wherever the airline, cargo classification and security rules permit it; the transport configuration is confirmed before booking.
No warehouse, no consolidation window, no overnight sort.
Customs cleared in person, questions answered at the counter, immediately.
Same-day delivery is realistic on most sectors out of the UAE.
Built for high-value, fragile, temperature-critical goods and originals.
Proof of delivery with signature, ID check and a photograph within minutes.
A human being you can call at any point of the journey.

✕ Air cargo & express freight

A parcel in a system

Waits for the next consolidation and space allocation, not for you.
Passes through many hands: hub, build-up, ramp, break-down, delivery agent.
Rides in the hold, frequently sitting in a warehouse overnight.
Each handover is a queue, and each queue is where hours disappear.
Cleared in a batch by a broker; one query can idle the shipment for a day.
Next day at best on most lanes, two to three days if it is held.
Chain of custody is a scan history, not a person with the box.
Signed for by whoever happens to be at the door.
Right answer for heavy, bulky or non-urgent freight, and we will say so.

To be straight about it: air cargo is not a bad service, it is a different one. It moves weight cheaply and it does that extremely well. A hand-carry buys back hours, and it is worth paying for exactly when an hour of delay costs more than a seat on a plane, which is the case far more often than most shippers assume, and far less often than most courier companies claim.

The full comparison, with costs →

Questions about flying Air Arabia

What clients ask when they see a carrier name on a quote.

01Are you an agent or partner of Air Arabia?

No. OnBoard Courier is an independent hand-carry courier placement and brokerage business. We buy ordinary passenger seats on the open market and hold no agency, contract or partnership with any airline. Airline names and marks belong to their owners and are used here only to describe the routes these assignments travel on.

02Will my shipment definitely fly Air Arabia?

Only if that is genuinely the fastest option. We book whichever carrier departs next with a seat and a cabin allowance that fits the consignment. Tying a courier to one airline would slow the service down, which defeats the point of using one.

03How much can the courier carry on this airline?

Cabin baggage rules differ by carrier, cabin and aircraft type, and they are the real constraint on a hand-carry. We confirm the allowance for the specific flight before quoting, and book a premium cabin or an additional seat when the consignment needs one.

04Can the courier depart from a different UAE airport than Sharjah (SHJ)?

Yes. We work from every commercial airport in the Emirates, Dubai (DXB and DWC), Abu Dhabi (AUH), Sharjah (SHJ), Ras Al Khaimah (RKT), Fujairah (FJR) and Al Ain (AAN), and pick by schedule rather than habit.

Tell us the route, we will find the seat

Any airline, any UAE airport, 24 hours a day.

Request a quote → Browse destinations

On board courier to Sharjah

It is worth being precise about what an on board courier is, because the phrase gets used for three different products. It is not a faster parcel service, it is not a premium express label, and it is not a charter. It is a person who buys a seat on a scheduled flight and carries your consignment in the cabin, in their own custody, from the moment they collect it to the moment somebody signs for it.

The other thing being bought is answerability. When a customs officer has a question about a shipment, the shipment cannot answer, so it waits for someone who can. When the question is asked of a courier standing at the counter with the invoice in their hand, it is answered immediately. That is not a marketing claim; it is the entire operational advantage compressed into one sentence.

What clients are actually buying is the removal of every handover. In a normal air freight movement a consignment changes hands seven or eight times: shipper, forwarder, handling agent, ramp, aircraft, ramp, break-bulk, broker, delivery agent. Each handover is a queue and each queue is where hours disappear. A courier reduces that number to one, collection, and one more, delivery.

On the Sharjah lane this matters more than average, because the schedule and the customs position both reward preparation and punish improvisation. The half hour spent on the description of the goods before departure is the half day you do not spend at the border afterwards.

How a Sharjah assignment actually runs

From the first message to the delivery signature, a Sharjah assignment passes through six stages. None of them are automated away, and none of them involve your consignment sitting in a warehouse overnight.

Minute 0 to 15

You tell us what it is

The first conversation is short and specific: contents, declared value, collection address, delivery address in Sharjah, and the real deadline rather than the comfortable one. If there are batteries, powders, liquids, biological material or anything regulated in the box, that is the moment to say so, not at the check-in desk.

Minute 15 to 45

We screen it and price it

Screening comes before pricing, always. Shipper, consignee, commodity, end use, route. In parallel we check the cabin allowance for the specific flights that could work to Sharjah, because an allowance that fits on one aircraft type does not automatically fit on another.

Hour 1 to 3

A named courier is assigned and booked

Assignment is not a raffle. The consignment's value, its regulatory profile and the destination decide who is offered it. For Sharjah, visa eligibility usually narrows the list faster than availability does, which is exactly why a global courier network is worth having.

Hour 2 to 4

Collection, sealing and documentation

Collection is a documented handover, not a pickup. Identity checked, contents verified against the invoice, seal applied and numbered, photographs taken, and the file opened. From that point one named person holds the consignment until someone in Sharjah signs for it.

In flight

The consignment stays in the cabin

It stays in one named courier's documented custody for the whole sector, in the aircraft cabin wherever size, classification, security rules and the operating airline permit it, and otherwise under an approved accompanied process. On the ground at any transit point the courier stays airside with it. There is no depot, no consolidation window and no overnight sort anywhere in the routing to Sharjah.

On arrival

Customs, then a signature

The courier declares the goods through the red channel at Sharjah (SHJ), answers questions in person and, where the category or the value warrants it, meets a customs broker we have already briefed. The handover is against signature, printed name and an identification reference, timestamped and with photographs where you have asked for them.

The paperwork that decides how fast Sharjah goes

Nothing delays a hand-carry as reliably as a document that says something different from the box. This is what we prepare with you before the courier leaves, and why each piece matters at Sharjah (SHJ).

ATA Carnet and temporary admission

Where goods enter the destination country temporarily and leave again, demonstration equipment, exhibition pieces, professional gear, a carnet avoids duty entirely and gives the courier a document the officer recognises immediately. It has to be issued before departure; there is no retrospective version.

Commercial invoice

The document customs actually reads. It needs a plain description of the goods, the real value, the currency, the terms of sale and the full names and addresses of both parties. “Samples, no commercial value” is not a customs value and it is the fastest way to turn a twenty-minute clearance at Sharjah (SHJ) into an afternoon.

Temperature and dangerous goods

Dry ice quantities, lithium battery watt-hours, biological substance classification and packing group all have hard limits for a passenger cabin. Some consignments to the destination country can travel exactly as they are; some need repacking; some cannot fly with a passenger at all, and we say so rather than finding out at security.

Certificates and permits

Certificates of origin, health and phytosanitary certificates, dangerous goods declarations, export licences for dual-use items, import permits for regulated categories. We identify which of these the destination country wants for your specific commodity at the quoting stage, because discovering it at Sharjah (SHJ) is far too late.

Tariff classification

The HS code decides the duty, the permits and sometimes whether the goods may enter the destination country at all. We would rather agree the classification with you before departure than watch an officer choose one for us, because the officer's choice is the one that stands.

Named consignee with authority

Someone in Sharjah must be entitled to receive the goods and, where clearance requires it, able to act as importer of record. A delivery address without an authorised person behind it is where otherwise perfect assignments stall.

What a Sharjah courier actually costs, and why

We do not publish a price list, because a fixed table would be a lie: the same box on the same route costs differently at four hours' notice than at two days'. What we can do is be exact about which levers move the number, so nothing in the quote is a surprise.

How much notice you give us

A seat bought four hours before departure costs what a seat bought four hours before departure costs. Nothing about that is a courier margin, it is simply the airline's pricing curve, and it is the single largest variable in a Sharjah quote.

Regulatory profile of the goods

Batteries, biological material, temperature-controlled consignments and anything export-controlled require preparation, sometimes a permit and occasionally a specialist packer. That work is real and it appears in the quote rather than as a surprise at the airport.

Visas and positioning

If the routing to the destination country needs a visthe courier does not hold, either we assign a courier who does or we position one, and a global network exists precisely so that the answer is usually the first option rather than the second.

Distance and sector count

A direct flight to Sharjah is one ticket and one risk. A two-sector routing is cheaper on paper and more expensive in practice, because every connection is a chance to lose the consignment's schedule. We quote the routing we would actually fly, not the cheapest one that technically arrives.

Declared value and insurance

All-risk cover is priced on the declared value of the goods, and it is the number that matters, airline liability under the Montreal Convention is a fraction of what most courier consignments are worth. Understating the value to save a little on cover is a false economy the first time anything goes wrong.

Whether the courier returns immediately

A same-day turnaround, an overnight with a hotel, or a courier who continues to a third country all cost differently. On a Sharjah routing the flight schedule usually decides this rather than anybody's preference.

Every quote we send is fixed before departure and contains the flight, the courier's fee, transfers and, where an overnight cannot be avoided, the hotel. The things that can change it afterwards are the things you control: a change of destination, a change of goods, or a delay at your end that costs the booked flight. Duty and tax in the destination country sit with the consignee unless we have agreed otherwise in writing.

Dubai skyline at dusk — The race for excellence has no finish line.
Sheikh Mohammed bin Rashid Al Maktoum

What can go wrong on a Sharjah assignment, and what we do about it

Every operator has these problems. The difference is whether the answer was decided in advance or invented at the counter. This is our answer to each of them, written down before you need it.

The connection is missed

This is why we build routings above the minimum connection time rather than at it. Where a connection is genuinely tight, the courier holds the consignment airside and takes the next available service rather than clearing into a country they were only passing through.

Customs asks a question

A person can answer it. That single fact is most of the difference between a hand-carry and a cargo booking: a query at Sharjah (SHJ) that would idle a shipment for a day gets resolved at the counter in minutes because the person who knows what is in the box is standing there.

The declared value is challenged

It happens, and it is survivable when the invoice is realistic and consistent with the goods. It is not survivable when someone wrote a convenient number. We check this before departure precisely because there is no way to fix it afterwards.

The consignee is unreachable

We confirm the receiving party and a working phone number before the courier departs, and we agree a fallback in Sharjah, a second authorised person, or a secure hold, so that a delivery does not fail because someone went into a meeting.

The goods turn out to be regulated

Found before departure, this is a repack or a permit. Found at security, it is a lost flight and sometimes a confiscation. It is the reason we ask uncomfortable questions about contents at the very beginning instead of taking a booking politely.

The courier is refused boarding

Almost always a document problem: a passport too close to expiry, a missing transit visa, a name on the ticket that does not match the passport. Every one of those is checked at assignment, and it is checked again before the courier leaves for the airport.

How jobs like this actually run

Illustrative cases, patterns from daily OBC work, details generalised for client confidentiality.

LegalDXB → SIN

Signed originals for a company closing that could not wait for a courier network.

Collected DIFC17:40

Non-stop overnight20:50

At the notary09:15 +1

✓ Closing held on schedule.

AutomotiveSTR → DXB

A prototype part for a validation rig, crated to fit the cabin allowance.

Plant pickup09:40

Via FRA13:30

Test bench23:55

✓ Rig time kept, no week lost to freight.

AOGDXB → FRA

A narrow-body grounded for a hydraulic sensor at a Frankfurt MRO line.

Collected14:10

Wheels up18:15

At the MRO line23:40

✓ Aircraft released for the morning wave.

Times are typical for these lanes; every job gets its own named flight and timeline before you confirm.

How it moves

Collected by hand, not by network

A named courier picks up at your door, the clock starts the moment you confirm.

Join the OBC network, become an on board courier

Every route on this site runs because somebody was willing to get on the plane with it. We are recruiting vetted couriers worldwide: we book and pay the flight, cover transfers and a hotel where an overnight is needed, and pay a fee for every completed assignment, stated in the offer before you accept it. You decide when you are available.

Flights paid
Fee per assignment
Assignments worldwide
You choose your dates
Training in our Academy

Join the OBC network now → See the open position What does an OBC earn?

Aircraft wing above the clouds — Abu Dhabi, Dubai, Sharjah, three departure boards, one operations desk watching them all.
OnBoard Courier, UAE

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Tell us what has to move and where it has to be. You get a fixed price and a departure time back, usually within 15 minutes, day or night.

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What is in the consignment?

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Where to go from here

Hand carry on Air Arabia is one chapter of a larger network. OnBoard Courier moves time-critical consignments with vetted on-board couriers departing 24/7 from all seven UAE airports to 584 destinations across 219 countries. Choose the service that fits, classic hand-carry, AOG for grounded aircraft, medical and pharma, next flight out or high-value goods, then check entry requirements and customs by country and how an assignment actually runs, minute by minute.

Prefer to compare first? Read when a seat beats a parcel network, browse the industries we move for or scan the airlines the couriers the desk places fly with. If you travel often yourself, flying as an OnBoard Courier pays per completed assignment. For anything urgent, the fastest route is the quote form above, answered by a person, day or night.