Air and sea transport impose different requirements on MIL-STD packaging and product protection. Air freight demands low weight and protection from pressure changes, while sea freight requires greater resistance to moisture, corrosion and long-term storage. The right materials, barriers and construction keep critical equipment protected throughout either transport method.
Summary of this article
MIL-STD packaging for air transport differs fundamentally from packaging for sea transport because each mode of transport involves its own physical stress factors, climatic conditions, and regulatory requirements. Air freight regulations impose strict limits on weight, pressure changes, and vibrations, while sea freight packaging is primarily designed to withstand prolonged exposure to moisture, salt, and mechanical shocks. In this article, we answer the most frequently asked questions about the technical and regulatory differences between the two types of packaging.
For the air transport of military goods, MIL-STD-2073 is the central standard for packaging procedures, supplemented by MIL-STD-648 for specific climate and vibration requirements. Air transport places particularly high demands on weight control, pressure resistance, and resistance to rapid temperature changes. Packaging must be able to withstand the pressure changes that occur in an aircraft cargo hold.
In practice, this means that packaging for air transport must comply with a series of specific testing protocols. MIL-STD-810 is indispensable in this respect: this standard describes environmental tests for military equipment, including vibration, shock, and pressure tests that directly reflect conditions during flight. These include rapid pressure reductions during ascent and descent, extreme temperature differences between ground level and flight altitude, and the constant vibrations caused by aircraft engines.
In addition, the IATA Dangerous Goods Regulations (DGR) apply to air freight when the cargo contains hazardous substances, such as certain chemicals or lithium batteries in electronic military equipment. These IATA regulations work closely alongside the MIL-STD requirements and must never be considered separately. The packaging must therefore comply with both sets of requirements, which makes the design considerably more complex.
Weight plays a greater role in air transport than in sea transport. Every additional kilogram of packaging material increases fuel costs and may cause the maximum loading capacity to be exceeded. This forces engineers to use lightweight but robust materials such as aluminium, high-grade polypropylene, and specific types of foam that provide protection without adding unnecessary weight.
For the sea transport of military goods, MIL-STD-2073 also forms the basis, but the emphasis shifts to standards that provide protection against moisture, corrosion, and prolonged mechanical stress. MIL-DTL-117 regulates the requirements for waterproof and moisture-resistant packaging bags and barrier materials, while MIL-STD-1186 provides guidelines for stowing and securing cargo on board naval vessels.
Sea transport presents unique challenges. A container at sea may be in transit for weeks or even months, exposed to salty air, high humidity, and the constant movement of waves. This makes corrosion protection an absolute priority. Packaging for sea transport therefore makes extensive use of corrosion-inhibiting materials such as VCI film (Volatile Corrosion Inhibitor), desiccants, and hermetically sealed barrier bags.
In addition to moisture protection, mechanical strength plays a major role. Containers are stacked, moved, and sometimes handled roughly during loading and unloading. The packaging must be able to withstand stacking pressure, shocks during container transfers, and the continuous low-frequency vibrations produced by ship engines. Standards such as MIL-STD-810 prescribe specific shock and vibration tests that are representative of maritime conditions.
Another important aspect of sea transport is the international regulation of dangerous goods at sea, laid down in the IMDG Code (International Maritime Dangerous Goods). As with air transport, MIL-STD packaging containing hazardous substances must also comply with this international code, which imposes additional requirements regarding labelling, segregation, and packaging construction.
The main technical differences between MIL-STD packaging for air and sea transport relate to material weight, barrier protection, pressure resistance, and the duration of the protection cycle. Air transport packaging is lighter and designed for short but intense periods of stress, while sea transport packaging is heavier and more robust and must withstand prolonged exposure to moisture and corrosion.
For air transport, engineers choose lightweight construction materials that still provide sufficient rigidity. Aluminium flight cases, lightweight wooden crates with reinforced corners, and low-density open-cell foam are typical choices. The objective is maximum protection with minimum weight. Every gram counts, particularly in military air freight operations in which multiple packages are transported simultaneously.
Sea transport packaging is generally heavier and more solidly constructed. Thick plywood, steel reinforcements, and additional layers of barrier material are standard. The construction is designed to withstand prolonged stress without structural degradation. Foam interiors for sea transport packaging are more often made from closed-cell foam, which does not absorb moisture and therefore retains its protective properties throughout the entire journey.
Air transport packaging must be able to withstand rapid pressure and temperature changes. Within minutes, an aircraft climbs from sea level to an altitude where the outside temperature is far below freezing, while the cargo hold is maintained at a different pressure. This requires packaging that does not tear, leak, or deform as a result of these rapid changes.
For sea transport packaging, climate control focuses on long-term moisture protection. Desiccants such as silica gel are used in larger quantities and must remain effective throughout the entire duration of transport. VCI materials actively protect metal components against corrosion by forming a protective molecular layer. This level of corrosion protection is less critical for air transport because of the shorter transport time.
The nature of the cargo largely determines which type of packaging is preferable. Time-critical, lightweight, or sensitive military equipment, such as communication systems and drones, is more often transported by air, while heavy, robust equipment, such as vehicle components and large weapon systems, is generally transported by sea. The packaging always follows the mode of transport and the specific vulnerabilities of the cargo.
Drones are a good example of cargo for which the choice of packaging is closely linked to the mode of transport. A military drone is lightweight, contains sensitive electronics, and often needs to be deployed quickly at its destination. Air transport is therefore the logical choice, and the packaging must support that choice: lightweight, shock-absorbing, resistant to pressure changes, and quick to open in the field. A custom-made foam interior combined with an aluminium flight case meets all these requirements.
Communication equipment, optical systems, and electronic sensors are particularly sensitive to moisture and electrostatic discharge. When such equipment is transported by sea, additional measures must be taken: antistatic barrier bags, larger quantities of desiccant, and additional shock-absorbing layers. The packaging therefore becomes more complex and expensive than it would be for the air transport of the same equipment.
Weight and volume also play a role in the opposite situation. Heavy equipment transported by air requires special attention to optimising the weight of the packaging itself without compromising protection. This is an engineering challenge in which every material and construction method must be carefully evaluated.
Yes, it is technically possible to design a single package that complies with both air and sea transport requirements, but this requires a careful engineering process and generally results in a heavier and more expensive end product than packaging designed specifically for one mode of transport. Multimodal MIL-STD packaging is used when flexibility within the logistics chain is a priority.
Multimodal packaging combines the strengths of both types of packaging. In practice, this means a construction that is light enough for air transport while also being equipped with sufficient moisture barriers and corrosion protection for sea transport. Closed-cell foam meets both requirements: it does not absorb moisture and provides excellent shock absorption. Aluminium enclosures with hermetic seals are another commonly used solution.
The decision to use multimodal packaging always involves compromises. Packaging that is optimised for both modes is perfect for neither. For air transport, the packaging will be slightly heavier than strictly necessary, while for sea transport, the corrosion protection may be less extensive than that of dedicated sea transport packaging. The question is whether the operational flexibility outweighs these compromises.
In the defence sector, multimodal packaging is particularly relevant when rapid deployment is required. When military equipment must be moved quickly from one location to another using different modes of transport, it is not practical to change the packaging each time. Robust, certified packaging that complies with all relevant MIL-STD requirements saves time and reduces the risk of damage caused by unsuitable packaging.
The difference between air and sea transport is not limited to the applicable MIL-STD standards but extends to the packaging’s complete load profile. Shocks, vibrations, pressure differences, moisture, salt, and long-term storage each impose different design requirements. That is why Faes does not start with the case but with the cargo and its operational deployment.
Our engineers assess the equipment, transport route, storage conditions, and handling points and translate them into a technical packaging specification. The construction, anchoring, shock and vibration damping, climate control, and corrosion protection are coordinated as part of this process. For sensitive systems, such as drones, communication equipment, and electronic components, Faes develops custom-made interiors using the appropriate type of foam and suitable barrier materials.
Engineering, production, and assembly take place within a single process. This allows the enclosure, interior, and any system integration to be developed and tested as one solution. Faes also provides support in specifying relevant defence standards and preparing the technical substantiation required for verification, certification, or acceptance.
When equipment is transported using multiple modes of transport, Faes does not assess air and sea transport separately but considers the most demanding combination of conditions within the logistics chain. This results in robust, reusable, and maintainable packaging that not only complies with the standard but also remains practical throughout the system’s entire service life.
With more than 35 years of experience in industrial packaging, Faes combines knowledge of MIL-STD requirements with custom engineering and in-house production. This makes Faes not only a packaging supplier but also a technical partner in creating a reliable and mission-ready transport solution.
Michel Prins is Account Manager at Faes and a specialist in Safety & Security. Thanks to his background at the Ministry of Defense and years of experience in the sector, he advises organizations on reliable packaging solutions for critical applications. He combines practical knowledge with technical expertise to package sensitive equipment safely and efficiently.
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