UAECDG

AF · hub Paris (CDG) · SkyTeam

Hand carry on Air France

Charles de Gaulle handles high-value hand-carry daily and has an established procedure for valuables.

Ask for a routing All airlines we fly

RouteUAE → CDG

Typical flying time6h 41m

Distance≈5,250 km

Typical outcomeSame-Day

One person beats a parcel networkon Air France

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 France, 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

Operational route facts

Last reviewed: August 2026, carrier line-ups and frequencies are indicative and change with seasonal schedules; your quote is priced on the day’s actual flights.

How the flying actually works

Non-stop links into Paris (CDG) from the Gulf departure bank, the quote names the exact flight and day-of-week validity:

DXBEmirates (multiple daily)

AUHEtihad (daily or better)

DOHQatar Airways (multiple daily)

DXBAir France (daily or better)

Emirates and Etihad operate from CDG Terminal 2C/2A; allow the inter-terminal transfer in tight handovers.

Alternative gateways nearby

ORYOrly Airport, Paris · ≈35 km straight-line · connection gateway

CRLBrussels South Charleroi, Charleroi · ≈185 km straight-line · connection gateway

BRUBrussels Airport, Brussels · ≈210 km straight-line · own Gulf non-stop service

When the primary airport’s timing loses, a late bank, a curfew, a fog morning, the quote compares these alternates with the true road leg included, and names the winner.

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 France

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 France 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 France 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 France first, at a fare the quote can carry.

on Air France: 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 France 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 AF code that yields 211 city pairs across 186 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.

186airports on this carrier

79countries and territories reached

211scheduled city pairs held

835average daily flights across them

The schedule the desk holds carries the AF code on 211 city pairs, reaching 186 airports in 79 countries and territories. Some of those sectors are flown by Air France 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. 48.4 per cent of those airports sit on European time zones, and the next largest block is on time zones in the Americas.

The longest sector held for the carrier is Paris (CDG) to Santiago (SCL) at about 11,673 km, and the shortest is Brazzaville (BZV) to Kinshasa (FIH) at about 26 km. 35.1 per cent of the network is long haul, 74 of the 211 pairs running past 5,000 km. That is the range at which a courier flies through the night and clears customs on the morning of the second calendar day. The airport that appears most often on those pairs is Paris (CDG), on 178 of them, which is 84.4 per cent of everything held under this code.

The thickest sector under the code is Dallas-Fort Worth (DFW) to Houston (IAH) at about 19.6 movements a day, which across a full day is roughly one every 1.2 hours. On a sector at that cadence a missed departure costs a wait rather than a night. That sector does not touch Paris (CDG), the airport this code is booked through most often, so the desk treats it as a seat sold under the code rather than flown by the carrier, and confirms the operating airline before it quotes. 76 of the 211 pairs run four or more times a day and 57 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 Paris (CDG) the code leans on Lyon (LYS) on 10, Paris (ORY) on 5, Chicago (ORD) on 4 pairs respectively, and those are the airports a dispatcher looks at second when the first routing is full.

The sectors that carry the AF code most often

From	To	Country	Flights a day	km	Open it
Dallas-Fort Worth DFW	Houston IAH	the United States	19.6	362	the pair page
Milwaukee MKE	Chicago ORD	the United States	19.1	108	plan this
Paris CDG	Nice NCE	France	16.9	695	plan this
Algiers ALG	Paris CDG	France	16.3	1,371	plan this
Paris CDG	Frankfurt-am-Main FRA	Germany	14.6	447	the pair page
Paris CDG	Madrid MAD	Spain	13.9	1,062	the pair page
Paris CDG	London LHR	the United Kingdom	13.9	347	the pair page
Paris CDG	Toulouse-Blagnac TLS	France	13.4	606	the pair page
Paris CDG	New York JFK	the United States	13.1	5,834	the pair page
Paris CDG	Rome FCO	Italy	13.1	1,101	the pair page
Amsterdam AMS	Paris CDG	France	12.4	398	the pair page
Barcelona BCN	Paris CDG	France	12.4	859	the pair page
Paris CDG	Marseille MRS	France	12.3	653	plan this
Arusha JRO	Zanzibar ZNZ	Tanzania	11.9	391	plan this
Paris CDG	Munich MUC	Germany	11.6	682	the pair page
Paris CDG	Copenhagen CPH	Denmark	11.1	1,004	the pair page

The 16 sectors the AF code appears on most often, out of 211. 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 AF meets the UAE gateways

Air France is one of the carriers a courier can board without leaving the Emirates. The desk holds 1 pairs under this code touching Dubai (DXB), 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
Dubai DXB	Paris CDG	France	3.9	5,239	plan this

Night restrictions on the airports the AF 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. 22 of the 186 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.

Paris (CDG), night restrictions. Scheduled movements between midnight and 05:00 local are limited to a fixed annual number of slots.
Paris (ORY), night restrictions. Closed to scheduled traffic between 23:30 and 06:00 local.
Madrid (MAD), night operations. Operates around the clock. Night departures to the Americas are routine.
Hamburg (HAM), night restrictions. No scheduled movements between 23:00 and 06:00 local. Delayed landings are allowed until midnight.
Seoul (ICN), night operations. Operates around the clock.
Shanghai (PVG), night operations. Operates around the clock.

Published lanes that carry the AF code

The site publishes a page for 346 courier lanes. Air France appears in the schedule on 4 of them, and the one it flies most is Paris to Casablanca at about 9 movements a day. That overlap is the honest test of whether a carrier is useful to this desk rather than merely famous.

Paris to Casablanca, about 9 scheduled flights a day on the busier direction, 1,932 km.
Paris to Sao Paulo, about 4.7 scheduled flights a day on the busier direction, 9,405 km.
Dubai to Paris, about 3.9 scheduled flights a day on the busier direction, 5,239 km.
Paris to Shanghai, about 3.6 scheduled flights a day on the busier direction, 9,266 km.

The countries the AF code opens

Of the 79 countries and territories reached, 52 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 the United States with 20 airports on this code. The country desk for France sets out the customs practice, the working hours and the road legs behind these airports.

United States (20 airports), France (20 airports), Italy (14 airports), Spain (10 airports), Germany (7 airports), United Kingdom (7 airports), Brazil (5 airports), Greece (5 airports), Canada (5 airports), Morocco (4 airports).

Where to go next on the AF network

Each of the 186 airports above has its own atlas entry with the full destination list, and each of the 211 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 Paris (CDG), the route calculator with Dubai to CDG already filled in, the carrier index for the other 236 airlines the desk lists and the airport atlas itself.

Where Air France fits in an OBC routing

Air France is based in France and operates from Paris (CDG) as a member of SkyTeam. For us a carrier is not a brand preference, it is a departure time. We book Air France when it has the next seat that gets your consignment there, and we combine it freely with any other airline on the same routing because we hold no alliance membership and no exclusive contract.

Cabin baggage reality

As a full-service carrier the cabin baggage allowance is usually workable for a hand-carry, and a premium cabin adds both allowance and rebooking priority. We still confirm the limit for the specific flight and aircraft type before quoting.

Connections

Where a single Air France sector does not reach the destination, the courier connects, and stays with the consignment on every leg, so it is never handed over in transit.

How we book

An ordinary passenger seat on the open market, in the courier's own name, matching the passport exactly. Premium cabins when the consignment or the schedule justifies it.

Customs is separate

The airline moves the aircraft; the courier declares the goods. Entry rules are per country, not per carrier, see our country guides.

Why frequency matters

A carrier with three rotations a day turns a missed departure into a short wait. That is worth more on a deadline than a marginally faster aircraft.

Independence

No alliance, no exclusivity, no volume commitment. The schedule decides, not a supplier agreement.

Destinations and markets this carrier serves for us

Airline timetables change constantly, so rather than reprint a schedule that will be wrong next month, here is what is useful: the markets where Air France regularly appears in our routings, and the pages that describe those lanes in detail. If you need a specific city on Air France, ask and we will check the live schedule.

Country page: France →Paris Toulouse Lyon Nice

Markets in Europe:

Germany Austria Switzerland United Kingdom France Italy Spain Netherlands Belgium Ireland All countries →

On board courier vs air cargo

Whether the seat is on Air France or any other carrier, this is what a courier changes compared with the hold of the same aircraft.

✓ 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 France

What clients and couriers ask when they see this carrier on an assignment.

01Are you an agent or partner of Air France?

No. OnBoard Courier is an independent courier management company. 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 consignment definitely fly Air France?

Only if that is genuinely the fastest option for your deadline. We book whichever carrier departs next with a seat and a cabin allowance that fits.

03How much can a courier carry on Air France?

As a full-service carrier the cabin baggage allowance is usually workable for a hand-carry, and a premium cabin adds both allowance and rebooking priority. We confirm the exact allowance for the specific flight before quoting.

04Can I fly as a courier on Air France?

If you are in our network, yes, couriers fly whichever airline the assignment requires. We book and pay the ticket and pay a fee per completed assignment.

Need a routing that uses Air France?

Send the two ends and the deadline. We will check the live schedule across every carrier and come back with the fastest realistic option.

Request a quote → Browse countries

Why a courier on Air France rather than a cargo booking

The difference between a courier and a shipment is not speed, although speed is the reason most people call. The difference is that a shipment is a record in a system and a courier is a person with a legal obligation. Systems queue; people answer questions. That distinction decides almost everything about how a consignment behaves at a border.

It is also worth saying what the service does not fix. It does not make a permit appear, it does not make a sanctioned party acceptable, and it does not make an undeclared battery legal. Where those are the problem, a courier only makes the problem arrive faster, which is why the screening happens before the quote.

The economics are less strange than they look. A courier assignment costs roughly what a business-class ticket costs, plus a fee and the ground work at each end. Set against a stopped production line, a grounded aircraft, an expiring clinical sample or a tender that closes at noon, that number stops being the interesting part of the conversation very quickly.

What that adds up to for Paris is a service you should use when the deadline is real and ignore when it is not. We would rather tell you to send it as express freight and keep the relationship than sell you a courier for a box that could have travelled overnight anyway.

How an assignment routed over Paris runs

The whole point of an on board courier is that nothing waits for a batch. Here is what actually happens between your message and the signature on a Paris assignment, with the timings we work to rather than the ones a brochure would promise.

Minute 0 to 15

You tell us what it is

Everything starts with an honest description of the goods. We ask what it is, what it costs, who is receiving it in Paris and when it must be in their hands. Vague answers produce vague quotes and, far worse, customs problems at the other end.

Minute 15 to 45

We screen it and price it

Before a price exists we screen the parties, the commodity and the route against sanctions and export-control lists, and we check whether Paris requires a permit or a licensed consignee for that category. This is also where we occasionally say no, and a provider who never says no has simply moved the risk onto you.

Hour 1 to 3

A named courier is assigned and booked

The matching runs against couriers who are available now, whose passport and visas suit the route to Paris, and whose delivery history fits the value of the consignment. The ticket is then bought in the courier's own name, matching their passport exactly, a booking in anything but the traveller's legal name is refused at the gate.

Hour 2 to 4

Collection, sealing and documentation

At collection the seal number is recorded, the goods are photographed and the paperwork is checked line by line against what is in the box. A description that does not match the contents is a common reason a hand-carry is held at Paris (CDG), and it is entirely preventable.

In flight

The consignment stays in the cabin

Once airborne, the job is simply not to let go. The consignment stays in the cabin for every sector; where the routing to Paris connects, the courier remains airside with it rather than clearing and re-entering.

On arrival

Customs, then a signature

Clearance at Paris (CDG) happens with a person standing at the counter who can answer questions about the goods on the spot, which is the whole reason a query takes minutes here and a day in the cargo channel. Then the delivery, in person, against signature and ID.

The paperwork that decides how fast Paris 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 Paris (CDG).

Duty, tax and who pays it

Import duty and VAT or GST in France are the consignee's cost unless you have agreed otherwise in writing, and the terms should be settled before departure. It is a small conversation before the flight and an expensive one after it.

Legalisation and attestation

Documents that must be legalised, apostilled or attested to be valid in France are checked before the courier collects them. A perfectly delivered document that lacks the right stamp has not solved anybody's problem.

Tariff classification

The HS code decides the duty, the permits and sometimes whether the goods may enter France 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.

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 France 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.

ATA Carnet and temporary admission

Where goods enter France 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 Paris (CDG) into an afternoon.

What a Paris 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 Paris quote.

Size, weight and whether it fits a locker

Anything beyond normal cabin baggage means a second seat, and occasionally two. An extra seat sounds dramatic until you compare it with a charter: it is an order of magnitude cheaper and it moves at the speed of a scheduled flight.

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.

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.

The ground legs at both ends

Collection in the Emirates and delivery beyond Paris (CDG) are part of the job, not an extra. Where the delivery address is a long drive from the airport, or a second domestic sector is needed, we price it in from the start instead of stopping at arrivals.

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 Paris 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 France sit with the consignee unless we have agreed otherwise in writing.

Dubai skyline at dusk — A dhow crossed to India on the monsoon. Today the crossing takes an afternoon, and a person still carries what matters most.
The story of the Gulf

What can go wrong on a Paris 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.

Weather or airspace closes the route

Force majeure does not disappear because a shipment is urgent. What we do is re-plan around it, a different hub, a different carrier, occasionally a different UAE airport, and tell you what the new arrival time is rather than letting you discover it.

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.

Something needs to continue past Paris

A second sector, a border crossing or a domestic flight beyond Paris (CDG) is planned as part of the assignment, not handed to a third party on arrival. The chain of custody either holds to the signature or it is not a chain of custody.

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 flight is cancelled

Not a crisis, a routine. Before the courier leaves for the airport we already know the next two departures that could carry the consignment to Paris, on any carrier, from any of the seven UAE airports. Rebooking is a phone call, not a rescue operation.

How jobs like this actually run

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

YachtingNCE → DXB

A regatta winch motor between two race days.

Chandlery13:20

Evening non-stop18:05

Marina berth03:10 +1

✓ Boat on the start line.

EnergyDOH → IAH

A turbine control card for a plant running on reduced load.

Handover Doha07:10

Non-stop08:55

Site gate Houston17:30

✓ Unit back to full output the same night.

Med-techICN → DXB

A surgical navigation unit needed before a scheduled theatre slot.

Factory dock15:30

Overnight non-stop23:55

Hospital loading bay05:40 +1

✓ In the theatre before the first case.

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

How it moves

A seat of its own, never out of sight

The case flies belted in the cabin next to the courier, never checked in.

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?

Estimate your price, live, before you talk to anyone

An indicative calculation on the OBC-One pattern: airline seat, courier duty, hotel where the routing needs one, transfers and handling. Pick any of the airports we serve, adjust the settings, the breakdown updates as you go. Nothing here is a binding price; the airline fare on the day decides the final number.

Departure hub

Destination airport

What is travelling? Weight: 5 kg More than 23 kg, second courier Service

How urgent?

Indicative total ,

Happy with the estimate? Send it, done.

This sends exactly what you configured above, nothing to retype, no commitment. Indicative figures only; a person confirms the real fare and timing.

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

Get a quote for this route

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.

Request a quote

Answered by a person, 24/7. No commitment. One form, one reply.

Origin airport

Destination airport

Shipment type

Ready date & time

Who is booking

Company

What does the company do?

Your name

Phone

Email address

What is in the consignment?

Request received. We reply by email from bookings [at] onboardcourier [dot] ae, usually within 15 minutes.

Confidential · no commitment · 24/7 availability

I need to send something

Book hand-carry delivery from the UAE to anywhere in the world, and follow it in real time. Same-day departure available.

Book a shipment → Client login

I want to fly as a courier

We pay the ticket and a fee per completed assignment. You choose when you are available.

Apply as an OBC → See the open position

Where to go from here

Hand carry on Air France 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.

One person beats a parcel networkon Air France

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

Operational route facts

How the flying actually works

Alternative gateways nearby

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

The night bank out of Terminal 3

The short sectors, several times a day

Abu Dhabi as the second runway

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

Air France in the network the desk measures

The sectors that carry the AF code most often

Where AF meets the UAE gateways

Night restrictions on the airports the AF code uses

Published lanes that carry the AF code

The countries the AF code opens

Where to go next on the AF network

Where Air France fits in an OBC routing

Cabin baggage reality

Connections

How we book

Customs is separate

Why frequency matters

Independence

Destinations and markets this carrier serves for us

On board courier vs air cargo

✓ On board courier

✕ Air cargo & express freight

Questions about flying Air France

01Are you an agent or partner of Air France?

02Will my consignment definitely fly Air France?

03How much can a courier carry on Air France?

04Can I fly as a courier on Air France?

Need a routing that uses Air France?

Why a courier on Air France rather than a cargo booking

How an assignment routed over Paris runs

You tell us what it is

We screen it and price it

A named courier is assigned and booked

Collection, sealing and documentation

The consignment stays in the cabin

Customs, then a signature

The paperwork that decides how fast Paris goes

Duty, tax and who pays it

Legalisation and attestation

Tariff classification

Temperature and dangerous goods

ATA Carnet and temporary admission

Commercial invoice

What a Paris courier actually costs, and why

How much notice you give us

Size, weight and whether it fits a locker

Declared value and insurance

Regulatory profile of the goods

The ground legs at both ends

Whether the courier returns immediately

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

The connection is missed

Weather or airspace closes the route

The declared value is challenged

Something needs to continue past Paris

The goods turn out to be regulated

The flight is cancelled

More questions about carrying a consignment on Air France

01Can you collect outside the UAE?

02What do you need from me to start?

03How is delivery proven?

04Can I speak to a person during the journey?

05Does the consignment ever go into the hold?

06What cannot travel with a courier?

07Can a courier carry more than one consignment?

08Is the consignment insured?

How jobs like this actually run

A seat of its own, never out of sight

Join the OBC network, become an on board courier

Estimate your price, live, before you talk to anyone

Get a quote for this route

Request a quote

I need to send something

I want to fly as a courier