Air cargo handling software that ties acceptance, screening and build up to one record
Air cargo handling is the ground process that takes a consignment from acceptance at the warehouse counter through security screening, storage, build up into unit load devices and onto the aircraft. It runs under federal security rules requiring that 100 percent of cargo on passenger aircraft is screened, and under hazardous materials rules covering acceptance checks and the notification to the pilot in command. Neurobird keeps acceptance, screening evidence, build up and documents on one consignment record.
Neurobird Air Cargo Handling in short
- Track a consignment from acceptance through screening, build up and load, with a single status everyone reads
- Hold the screening method, the person and the time against the pieces, so chain of custody survives the handover
- Assemble dangerous goods acceptance, the notification to the pilot in command and the shipping paper in one place
- 100 percent Since 3 August 2010, an aircraft operator under a full program must ensure that 100 percent of its cargo is screened prior to transport on a passenger aircraft, up from the 50 percent threshold that applied from February 2009. eCFR, 49 CFR 1544.205
- 90 days An indirect air carrier must apply for a security programme not less than 90 calendar days before it intends to begin operations, and the application must name every proprietor, partner, officer, director and owner. eCFR, 49 CFR 1548.7
- Pricing runs 260 to 1040 US dollars per month across 3 tiers. Early access is free.
What ground handlers, cargo terminals and indirect air carriers actually deal with
Why it stays broken
Air cargo handling sits between an airline system that owns the booking and a security regime that owns the evidence, and it is measured in minutes. Warehouse systems track locations and airline systems track capacity, so the one thing nobody owns is the consignment as it actually moves. That gap is filled with radios, whiteboards and a shift handover, which works right up until an audit asks who screened a specific piece and when.
Every piece of cargo carried on a passenger aircraft has been subject to 100 percent screening since 3 August 2010, and the chain of custody has to be intact at the point of loading.
The air carrier must have procedures in place to ensure that employees and vendors are properly trained in the process, the loading is properly completed, and that cargo restraints and loading devices are properly maintained.
How does Neurobird Air Cargo Handling work?
Every consignment is a record
Air waybill, pieces, weight, special handling codes and the flight it is booked to, held from acceptance rather than from build up.
Screening is evidence, not a tick
The method, the operator and the timestamp attach to the pieces, and chain of custody has to be intact before the unit load device closes.
Documents follow the aircraft
The shipping paper, the notification to the pilot in command and the acceptance checks are stored against the flight, and the retention clock starts automatically.
Neurobird Air Cargo Handling Coverage Platform
Make the consignment the record and let everything attach to it. Acceptance, screening, the unit load device and the documents are events on one object rather than four systems.
- 1Track a consignment from acceptance through screening, build up and load, with a single status everyone reads
- 2Hold the screening method, the person and the time against the pieces, so chain of custody survives the handover
- 3Assemble dangerous goods acceptance, the notification to the pilot in command and the shipping paper in one place
- 4Keep security training and shipping paper retention dates from becoming somebody's calendar reminder
What changes with Neurobird Air Cargo Handling?
The same work, read left to right: how it runs today, and how it runs once the record is in one place.
| Today | With Neurobird Air Cargo Handling |
|---|---|
| Acceptance, screening, build up and load all happen in different systems, so the status of a consignment depends on who you ask | Track a consignment from acceptance through screening, build up and load, with a single status everyone reads |
| Every piece bound for a passenger aircraft has to be screened, and the evidence of that has to survive the handover to the airline | Hold the screening method, the person and the time against the pieces, so chain of custody survives the handover |
| Dangerous goods acceptance, the notification to the captain and the shipping paper retention run on paper in a business that measures everything else in minutes | Assemble dangerous goods acceptance, the notification to the pilot in command and the shipping paper in one place |
Who is this for?
Same consignment record, three different operations.
You run the shed
Multiple airlines, one warehouse, several build up bays. You need one status per consignment and a handover to the carrier that carries its screening evidence.
You consolidate and tender
You hold a security programme, train your staff annually and tender cargo to carriers. You need acceptance records, staff training dates and a clean audit position.
You screen upstream
You screen before the airport so the freight moves faster on arrival. You need method, operator and time recorded per piece, and tamper evident chain of custody.
What the numbers say about air cargo handling
Useful if you are writing station procedures or preparing for a security inspection. Each source links out.
Since 3 August 2010, an aircraft operator under a full program must ensure that 100 percent of its cargo is screened prior to transport on a passenger aircraft, up from the 50 percent threshold that applied from February 2009.
eCFR, 49 CFR 1544.205An indirect air carrier must apply for a security programme not less than 90 calendar days before it intends to begin operations, and the application must name every proprietor, partner, officer, director and owner.
eCFR, 49 CFR 1548.7Each indirect air carrier must ensure its authorised employees and agents complete recurrent security training at least annually, covering their own responsibilities under the programme and any security directives in force.
eCFR, 49 CFR 1548.11An aircraft operator must retain each hazardous materials shipping paper copy, or an electronic image of it, for one year after the material is accepted by the initial carrier, and for three years where the material is a hazardous waste.
eCFR, 49 CFR 175.33Advance cargo data must be transmitted as early as practicable and no later than prior to loading of the cargo onto the aircraft, with referrals resolved and any do not load instruction addressed before departure.
eCFR, 19 CFR 122.48bThe shed, consignment by consignment
A working preview. Tick a consignment to move it through the handling.
- Loadedpending
- Screenedpending
- Built uppending
- Acceptedpending
Advance a step to see what the client sees.
Air cargo handling software questions, answered
Key terms
- What is air cargo handling?
- Air cargo handling is the ground process that moves a consignment from acceptance at a warehouse counter to a loaded position on an aircraft. It covers acceptance checks, security screening, storage, build up into unit load devices, documentation including any dangerous goods paperwork, and the physical load. Most of it is regulated by security rules in 49 CFR chapter XII and hazardous materials rules in 49 CFR part 175.
- What are the cargo screening requirements?
- Under 49 CFR 1544.205(g), an aircraft operator under a full program has had to ensure that 100 percent of cargo is screened prior to transport on a passenger aircraft since 3 August 2010. Screening may be done by the carrier, by a comparable carrier, by a certified cargo screening facility under 49 CFR part 1549, or by the security authority.
When must advance cargo data be filed?
Air cargo advance screening data must be submitted as early as practicable and no later than prior to loading the cargo onto the aircraft, with any referral resolved and any do not load instruction addressed before the shipment moves.
How long are hazmat shipping papers kept?
Under 49 CFR 175.33(c), the aircraft operator must retain each shipping paper copy, or an electronic image of it, for one year after the material is accepted by the initial carrier. For a hazardous waste that becomes three years.
Does it replace the airline cargo system?
No. Bookings, capacity and rating stay in the carrier's system. What lives here is the ground process: acceptance, screening evidence, build up and the documents that have to exist when the aircraft leaves.
Can it handle unit load device build up?
Yes. A unit load device is a record that consignments attach to and detach from, so you can see what is in a can before it goes to the ramp rather than reconstructing it afterwards.
Why we are building this
A cargo shed is one of the few places where the operational record and the regulatory record are genuinely the same thing. Who screened this, when, and was the chain of custody intact when the can closed. Nobody asks that question until somebody asks it formally.
The systems in the building were not built for it. The airline system owns the booking, the warehouse system owns the location, and the piece itself is tracked by a person with a radio. That works at speed and fails completely at audit.
We would rather build this with station managers and acceptance agents than with people who write security programmes. Tell us where your status goes missing, and where we have got it wrong.
Where the requirement comes from
The federal rules an air cargo operation is audited against.
- 49 CFR 1544.205, acceptance and screening of cargo The requirement that 100 percent of cargo be screened before transport on a passenger aircraft, the approved methods and the chain of custody check before loading.
- 49 CFR 1548.7, indirect air carrier security programme Applying for the security programme at least 90 calendar days before operations begin, and the annual renewal.
- 49 CFR 1548.11, indirect air carrier training Security training for employees and agents, with recurrent training required at least annually.
- 19 CFR 122.48b, air cargo advance screening Advance cargo data submitted as early as practicable and no later than prior to loading, plus referral and do not load handling.
- 49 CFR 175.30, inspecting hazardous materials shipments Acceptance checks for hazardous materials by air, including the inspection immediately before loading into a unit load device or aboard.
- FAA AC 120-85, air cargo operations Advisory guidance on weight and balance, unit load device maintenance, cargo restraint, load supervision and training.
How much does Neurobird Air Cargo Handling cost?
Priced per station because bays, staff and security programmes sit at the station. Consignments, unit load devices and users are unlimited on every tier.
- Consignment records
- Acceptance checks
- Screening evidence capture
- Status board
- Email support
- Everything in Single station
- Unit load device build up
- Dangerous goods documents
- Carrier handover packs
- Named contact
- Everything in Handling agent
- Multiple stations in one view
- Security training records
- Retention automation
- Onboarding included
Get free early access
If you handle air cargo, tell us where a consignment loses its status and what a security audit asks you for first.
Straight answer on where this is: In development. Early access gets the working preview, a say in what ships first, and early access pricing. It does not get you a login today.
Prefer email? Write to office@neurobird.com and a person will reply. No autoresponder.