An aircraft part that arrives with cosmetic damage, a cracked mounting bracket, or a connector bent out of true doesn't just look bad. It can fail incoming inspection entirely, stalling a repair or an AOG situation over packaging, not the part itself. Aerospace parts logistics has a standard specifically to prevent this: ATA-300. It's referenced constantly in aerospace shipping conversations and rarely explained clearly.
This guide covers what ATA-300 actually is, the two-category system it defines, and how to know whether your shipment needs Category II custom packaging.
What Is ATA-300?
ATA Specification 300 is the aerospace industry's packaging standard for aircraft spare parts, maintained by Airlines for America (A4A, the successor to the original Air Transport Association). It exists to make sure a part survives transit and arrives ready to install, not just physically intact but packaged in a way the receiving MRO facility, airline parts desk, or distributor will actually accept without a second look.
It's an industry standard, not a government regulation. Nobody is legally required to package to ATA-300. In practice, it's treated as close to mandatory anyway: airlines, MRO shops, and parts distributors widely expect it, and many contractually require it from suppliers and shippers before they'll accept a part into their system.
The Two ATA-300 Categories
ATA-300 defines two packaging categories, and the distinction is about how often the packaging gets used, not how fragile the part is:
Category I covers reusable cases for parts that move frequently. Think of a rotable component that cycles repeatedly between an operator and a repair facility; the case is built once and used for dozens of round trips.
Category II covers purpose-built, one-time packaging for specialty or single-use movements. This is custom crating: built around one part's exact dimensions for one shipment, not designed for reuse. If a part is shipping once, whether that's an AOG replacement, a one-time sale, or a component going out for a single repair cycle, Category II is the applicable standard.
Most of what a crating company builds for aerospace clients falls under Category II. It's the category that applies whenever the shipment is a one-off rather than a recurring, standardized move.
What Category II Packaging Actually Requires
Category II compliance isn't just a sturdy box. Most of what it requires exists to prevent one specific failure mode, the kind that fails incoming inspection without ever showing an obvious mark:
Movement inside the crate. Generic foam or loose blocking gives a part room to shift during transit, which is how mounting brackets crack and connectors bend out of true. Category II blocking is cut to the part's exact geometry so there's nowhere for it to move.
Static discharge. Avionics and electronic LRUs (line-replaceable units) can be damaged by static electricity that leaves no visible mark at all, only a part that fails testing on arrival. Anti-static and ESD-rated materials prevent the charge from building up in the first place.
Moisture and corrosion. Humidity over a longer or multi-leg route can corrode precision surfaces before anyone notices. Moisture barriers and corrosion protection address this wherever the part's finish requires it.
Crushing from oversized construction. A crate built to the nearest standard size instead of the part's actual dimensions leaves empty internal space, and empty space is exactly what lets a part shift or absorb an impact it shouldn't. Structural panels sized to the component close that gap.
Mishandling in transit. Handling markings and orientation labels exist so the part gets treated correctly at every touchpoint between your dock and the receiving facility, not just the first one.
A crate that meets these points is built for the part in front of it, not adapted from a template.
ATA-300 and ISPM-15: Two Different Standards, Often the Same Crate
ATA-300 and ISPM-15 answer different questions. ATA-300 governs how the part itself is protected inside the crate: blocking, cushioning, ESD protection, structural design. ISPM-15 governs the wood the crate is built from, and only applies when the shipment crosses an international border: heat treatment and certification stamps on every piece of wood packaging.
A single export crate for an aircraft part often needs to satisfy both at once: ATA-300 Category II construction on the inside, ISPM-15 certified lumber on the outside. See our guide to aerospace ISPM-15 requirements for how the two apply together on international shipments.
When Do You Need ATA-300 Category II Packaging?
A few signals that Category II applies to your shipment:
The part is moving once, not cycling back and forth as a reusable spare
It contains avionics, electronics, or anything ESD-sensitive
The receiving party (MRO, airline parts desk, distributor) has stated ATA-300 compliance as a requirement
It's an AOG situation, where the part needs to arrive ready to install with no handling damage and no time for a packaging-related rejection
If any of those apply, generic industrial packaging isn't the right call, even if the part itself isn't especially fragile.
Questions to Ask Your Packaging Provider
Do you build specifically to ATA-300 Category II specifications, or do you just describe your work as "aerospace-grade"?
Can you provide ESD-safe, anti-static protection for avionics and electronic components?
Is your lumber ISPM-15 certified for international shipments?
Can you turn around a Category II crate on an AOG timeline?
A supplier that handles aerospace parts regularly will answer all four without hesitation.
Frequently Asked Questions
Q: What does ATA-300 stand for? ATA Specification 300, originally developed by the Air Transport Association and now maintained by Airlines for America (A4A). It's the aerospace industry's packaging standard for aircraft spare parts.
Q: What's the difference between ATA-300 Category I and Category II? Category I covers reusable cases for parts that move frequently, like a rotable component cycling between an operator and a repair facility. Category II covers purpose-built, one-time packaging for specialty or single-use movements. Custom wooden crating falls under Category II.
Q: Do all aircraft parts shipments need ATA-300 packaging? ATA-300 isn't a legal requirement, but it's widely expected across the aerospace industry, and many airlines, MRO facilities, and distributors require it contractually before accepting a part. If you're unsure, ask the receiving party directly whether they require ATA-300 compliance.
Q: Does ATA-300 compliance mean the crate is also ISPM-15 certified? No, they're separate standards. ATA-300 governs how the part is protected inside the crate. ISPM-15 governs the wood the crate is built from, and only applies to shipments crossing an international border. A crate can need to meet both simultaneously, but one doesn't automatically satisfy the other.
Q: Can Argos build ATA-300 Category II crates for AOG situations? Yes. We build Category II compliant crates with custom foam blocking, ESD-safe protection for avionics, and ISPM-15 certified lumber for international shipments, on AOG timelines when needed.
Q: Is ATA-300 compliance a regulation or an industry standard? It's an industry standard maintained by Airlines for America, not a government regulation. In practice it functions close to mandatory, since airlines, MRO shops, and parts distributors widely expect and often contractually require it.
Shipping Aircraft Parts?
Tell us the component, the destination, and your timeline, and we'll build an ATA-300 Category II compliant crate engineered around the part.