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UAEBEY

ME · hub Beirut (BEY) · SkyTeam

Hand carry on Middle East Airlines

Beirut, where we confirm the receiving party before departure.

Ask for a routing All airlines we fly
RouteUAE → BEY
Typical flying time2h 60m
Distance≈2,150 km
Typical outcomeSame-Day

One person beats a parcel networkon Middle East Airlines

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 Middle East Airlines, 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 Beirut (BEY) from the Gulf departure bank, the quote names the exact flight and day-of-week validity:

DXBEmirates (daily or better)
SHJAir Arabia (daily)
DOHQatar Airways (daily or better)
DXBMEA (daily or better)

Alternative gateways nearby

DAMDamascus International, Damascus · ≈105 km straight-line · connection gateway
LCALarnaca International, Larnaca · ≈210 km straight-line · own Gulf non-stop service
TLVBen Gurion International, Tel Aviv · ≈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 Middle East Airlines

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 Middle East Airlines 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 Middle East Airlines 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 Middle East Airlines first, at a fare the quote can carry.

on Middle East Airlines: 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 nowHow it works

Middle East Airlines 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 ME code that yields 38 city pairs across 37 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.

37airports on this carrier
26countries and territories reached
38scheduled city pairs held
82average daily flights across them

The schedule the desk holds carries the ME code on 38 city pairs, reaching 37 airports in 26 countries and territories. Some of those sectors are flown by Middle East Airlines 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. 48.6 per cent of those airports sit on European time zones, and the next largest block is on Asian time zones.

01

The longest sector held for the carrier is Abidjan (ABJ) to Beirut (BEY) at about 5,155 km, and the shortest is Beirut (BEY) to Larnarca (LCA) at about 207 km. 16 of the pairs are under 1,500 km and 1 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 Beirut (BEY), on 36 of them, which is 94.7 per cent of everything held under this code.

02

The thickest sector under the code is Beirut (BEY) to Istanbul (IST) at about 7.4 movements a day, which across a full day is roughly one every 3.2 hours. At roughly that interval a missed departure costs most of a working day, which is still inside a same day promise if the collection was early. 7 of the 38 pairs run four or more times a day and 19 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 Beirut (BEY) the code leans on Abidjan (ABJ) on 3, Accra (ACC) on 2, Lagos (LOS) 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 ME code most often

FromToCountryFlights a daykmOpen it
Beirut BEYIstanbul ISTTürkiye7.41,019the pair page
Beirut BEYDubai DXBthe United Arab Emirates7.32,141the pair page
Amman AMMBeirut BEYLebanon6.6238the pair page
Beirut BEYCairo CAIEgypt6.6563the pair page
Beirut BEYDoha DOHQatar5.41,823plan this
Beirut BEYBaghdad BGWIraq4.9813plan this
Abidjan ABJAccra ACCGhana4418plan this
Beirut BEYLarnarca LCACyprus3.7207the pair page
Abu Dhabi AUHBeirut BEYLebanon3.42,129the pair page
Beirut BEYKuwait City KWIKuwait31,287the pair page
Athens ATHBeirut BEYLebanon2.91,135the pair page
Beirut BEYParis CDGFrance2.93,187the pair page

The 12 sectors the ME code appears on most often, out of 38. 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 ME meets the UAE gateways

Middle East Airlines is one of the carriers a courier can board without leaving the Emirates. The desk holds 2 pairs under this code touching Abu Dhabi (AUH), Dubai (DXB), so a booking can start at a UAE counter and stay on one ticket to the delivery city.

UAE airportToCountryFlights a daykmOpen it
Dubai DXBBeirut BEYLebanon7.32,141plan this
Abu Dhabi AUHBeirut BEYLebanon3.42,129plan this

Night restrictions on the airports the ME 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. 12 of the 37 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.

  • Brussels (BRU), night restrictions. Night movements between 23:00 and 06:00 local are limited by quota and noise rules.
  • Düsseldorf (DUS), night restrictions. Scheduled movements are restricted between 22:00 and 06:00 local, with a limited number of late landings allowed.
  • Abu Dhabi (AUH), night operations. Operates around the clock with a strong overnight bank.
  • Frankfurt-am-Main (FRA), night restrictions. No scheduled take offs or landings between 23:00 and 05:00 local. A late evening departure that slips past 23:00 does not go until morning.
  • Madrid (MAD), night operations. Operates around the clock. Night departures to the Americas are routine.
  • Geneva (GVA), night restrictions. No scheduled movements between midnight and 06:00 local.

Published lanes the ME code can carry half of

None of the 346 lanes the site publishes is flown end to end under this code. These 183 are the ones it touches at one end, which is how a routing gets built when no single carrier covers the whole distance: a Gulf carrier takes the first leg and this one finishes it. The lane index holds the rest.

The countries the ME code opens

Of the 26 countries and territories reached, 17 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 Saudi Arabia with 3 airports on this code. The country desk for Lebanon sets out the customs practice, the working hours and the road legs behind these airports.

Saudi Arabia (3 airports), Germany (3 airports), Iraq (2 airports), Egypt (2 airports), Italy (2 airports), Greece (2 airports), United Arab Emirates (2 airports), Spain (2 airports), France (2 airports), Nigeria (1 airports).

Where to go next on the ME network

Each of the 37 airports above has its own atlas entry with the full destination list, and each of the 38 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 Beirut (BEY), the route calculator with Dubai to BEY already filled in, the carrier index for the other 236 airlines the desk lists and the airport atlas itself.

Where Middle East Airlines fits in an OBC routing

Middle East Airlines is based in Lebanon and operates from Beirut (BEY) as a member of SkyTeam. For us a carrier is not a brand preference, it is a departure time. We book Middle East Airlines 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 Middle East Airlines 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 Middle East Airlines regularly appears in our routings, and the pages that describe those lanes in detail. If you need a specific city on Middle East Airlines, ask and we will check the live schedule.

Country page: Lebanon →

Markets in Middle East & Africa:

United Arab EmiratesSaudi ArabiaQatarKuwaitOmanBahrainJordanLebanonIraqIsraelAll countries →

On board courier vs air cargo

Whether the seat is on Middle East Airlines 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 Middle East Airlines

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

01Are you an agent or partner of Middle East Airlines?

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 Middle East Airlines?

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 Middle East Airlines?

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 Middle East Airlines?

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 Middle East Airlines?

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 Middle East Airlines rather than a cargo booking

People usually find this service when something has already gone wrong: a line has stopped, a sample is about to expire, a document has to be somewhere tomorrow that it cannot reach. It is worth understanding how the service works before that day rather than during it.

01

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.

02

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.

03

On the Beirut 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 an assignment routed over Beirut runs

Most people booking a courier for the first time want to know what the hours look like. This is the real sequence for a Beirut assignment, the parts we control, the parts the airline controls, and the part where customs decides how the day goes.

Minute 0 to 15

You tell us what it is

We need four things before we can say anything useful: what is inside, what it is worth, where exactly it has to be, and by when. Not a category, the actual item. “Electronic component” and “lithium battery pack” are the same box to you and two entirely different answers for a flight to Beirut.

Minute 15 to 45

We screen it and price it

We check three things at once: whether we may lawfully carry it, whether Lebanon will let it in without a permit we do not have, and whether it physically fits an aircraft cabin. Only then do you get a fixed price, and the price includes the ticket, the courier fee, transfers and a hotel where an overnight is unavoidable.

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 Beirut, 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

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 Beirut (BEY), 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 Beirut connects, the courier remains airside with it rather than clearing and re-entering.

On arrival

Customs, then a signature

The courier declares the goods through the red channel at Beirut (BEY), 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 Beirut 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 Beirut (BEY).

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 Lebanon 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.

Legalisation and attestation

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

ATA Carnet and temporary admission

Where goods enter Lebanon 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.

Tariff classification

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

Duty, tax and who pays it

Import duty and VAT or GST in Lebanon 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.

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 Beirut (BEY) into an afternoon.

What a Beirut 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.

The ground legs at both ends

Collection in the Emirates and delivery beyond Beirut (BEY) 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.

What is always included

Ticket, courier fee, airport transfers, the hotel where an overnight is unavoidable, the documentation work and our operations desk being awake for the whole journey. What is not included is duty and tax in Lebanon, and anything you ask for after departure that changes the routing.

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.

Visas and positioning

If the routing to Lebanon 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.

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 Beirut quote.

Distance and sector count

A direct flight to Beirut 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.

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 Lebanon 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 Beirut 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 consignee is unreachable

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

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.

The consignment is larger than described

Measured at collection, not at the gate. If it will not fit a locker we buy a seat for it there and then and tell you the revised number before the courier moves, rather than improvising at check-in.

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.

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 Beirut (BEY) 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.

Something needs to continue past Beirut

A second sector, a border crossing or a domestic flight beyond Beirut (BEY) 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.

More questions about carrying a consignment on Middle East Airlines

The questions clients actually ask before their first assignment, answered without marketing language.

01How quickly can a courier leave for Beirut?

A vetted courier can normally be at a UAE airport within two to four hours of a confirmed booking. The real constraint is not our side, it is the next departure with a seat and a cabin allowance that fits. Because we use all seven UAE airports and buy on the open market rather than through one carrier, that next departure is usually sooner than people expect.

02How is delivery proven?

Signature, printed name and an identification reference, with a timestamp, plus photographs where you have asked for them. It is produced by the courier at the moment of handover in Beirut, not generated by a depot three hours later.

03What cannot travel with a courier?

Undeclared dangerous goods, controlled substances, weapons and weapon parts, counterfeits, unlicensed dual-use items, live animals, and anything whose parties or end use fail sanctions screening. Some regulated categories can travel with the right permit and packing; we tell you which case yours is before you pay.

04Are you an airline?

No. OnBoard Courier is a courier placement and brokerage business based in Dubai. We vet, train and insure couriers, screen consignments and buy ordinary passenger seats on scheduled flights. We operate no aircraft, hold no alliance membership and have no exclusive carrier contract, which is exactly what lets us put a courier on whichever airline departs next for Beirut.

05Does the consignment ever go into the hold?

No. That is the definition of the service rather than a policy we could relax. It travels in the cabin, in the courier's custody, for every sector of the journey to Beirut. If something genuinely cannot travel in a cabin, we will tell you that and discuss freight or a charter instead of pretending.

06What happens if the flight is cancelled?

We rebook. Before departure we already know the next alternatives to Beirut across the carriers we can lawfully use, so a cancellation costs hours rather than a day. You are told the new arrival time as soon as we have it, not after you ask.

07Is the consignment insured?

All-risk cover on the declared value is arranged on request and confirmed in writing before collection. We do not rely on airline liability, because under the Montreal Convention that liability is a small fraction of what most courier consignments are worth.

08Can you collect outside the UAE?

Yes. Third-country assignments, collect in one country, deliver in another, are a normal part of the work, and they are routed through the fastest connection rather than automatically through Dubai. Where a courier already in the region can take it, that is what happens.

From the operations desk

How jobs like this actually run

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

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.
SemiconductorSHJ → TPE

A reticle case that had to stay upright, in sight, in the cabin.

Cleanroom pickup11:20
Via a same-day connection14:45
Fab dock06:50 +1
✓ Line stoppage avoided.

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.

Inside the aircraft cabin

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.

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.

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Two of the world’s great airlines call these runways home. We book the seat, you track the flight number.
Departures, every hour, every direction

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.

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

Continue the route

Where this page leads

Hand-picked next stops, every card is a live page, not a promise.

All carriersAirlinesThe full directory, with cabin rulesA lane we flyDubai → HyderabadSee how a priced lane readsA lane we flySharjah → KuwaitSee how a priced lane readsFly with usJoinBecome an on board courier

Three ways the desk can move on Middle East Airlines

Same courier, same cabin, different amount of ground work. The desk recommends one of these in the quote and prices the other two if you ask.

The lean one

Airport to airport

  • A courier meets your driver airside at the departure airport
  • The consignment stays in the cabin for the whole flight
  • Your consignee, or their broker, collects at the arrival airport
  • Cleared in person, questions answered at the counter

Best when both ends have people who can reach an airport.

Price this for on Middle East Airlines
What most clients book

Door to door

  • Collection at your address, sealed and photographed
  • One named courier from that door to the signature
  • Customs cleared in person on arrival, duties handled as agreed
  • Proof of delivery with signature, identity check and photograph

The full chain, one price, one person answerable for it.

Price this for on Middle East Airlines
When the schedule will not do

Charter and relay

  • A second courier takes over where a visa or a duty limit stops the first
  • A private aircraft where the last airline departure has gone
  • Ground relay across a border when flying is the slower option
  • Priced case by case, in writing, before anything moves

For deadlines that a scheduled seat cannot reach.

Price this for on Middle East Airlines

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