- IATA DGR 67th Edition applies from 1 January 2026, with the mandatory 30% SoC cap extended to UN3481 packed with equipment.
- PI 965 Section II was withdrawn in 2025 – standalone lithium-ion batteries now ship under Section IA (max 35 kg) or IB (max 10 kg).
- Carrier variations override the DGR baseline: Qantas, for example, bans UN3480/UN3090 cargo entirely; others require prior approval.
In this guide
For B2B air freight shippers, the airline dangerous goods list is not a single document. It is a layered framework: the IATA Dangerous Goods Regulations (DGR) provides the global baseline, and each carrier overlays its own operator variations, embargoes, and approval requirements. The 67th edition of the IATA DGR took effect on January 1, 2026, and introduces major changes to lithium battery shipments, hybrid vehicle classifications, and operator variation formatting . This article compares the IATA dangerous goods list against common carrier restrictions, explains what the accessible dangerous goods list and inaccessible dangerous goods list mean for your cargo planning, and maps out the air cargo DG booking workflow so you can avoid acceptance delays, reclassification fees, or outright shipment refusals. [source: www.iata.org] [source: www.greathensen.com]
IATA Dangerous Goods List vs. Common Carrier Restrictions: A Side-by-Side Comparison
| Dangerous Good / UN Class | IATA DGR 2026 Baseline | Jetstar (JQ/GK) | Qantas | Common Carrier Trend |
|---|---|---|---|---|
| Lithium batteries (UN3480, UN3090) | Permitted as cargo under Section II / IA with strict packaging and state-of-charge limits (≤30% for some) | Forbidden as cargo on Qantas (which processes Jetstar DG approvals); passenger allowances: ≤160Wh in device, spares ≤100Wh with airline approval | UN3480 and UN3090 shipments prohibited as cargo; passenger: ≤160Wh in device, spares ≤100Wh | Most full-service carriers prohibit lithium metal (UN3090) cargo; ion (UN3480) often requires prior approval and specific packaging |
| Non-spillable batteries (UN2800) | Permitted if ≤12V and ≤100Wh; otherwise Class 8 | Not permitted if exceeding 12V and 100Wh | Not permitted if exceeding 12V and 100Wh | Many carriers mirror IATA but enforce the 12V/100Wh cap strictly |
| Self-balancing devices (e-scooters, hoverboards) | UN3556/3557/3558–formalized shipping names added in 2026 DGR | Carriage requirements similar to lithium batteries; must be declared | Forbidden | Widely restricted or forbidden on passenger aircraft; cargo acceptance varies |
| Power banks | Must be in carry-on; banned from checked baggage; charging prohibited onboard (2026 update to Table 2.3.A) | Max 2 per passenger; carry-on only; no onboard use/charging | Max 2 per passenger; carry-on only; no onboard use/charging | Industry-wide 2-unit limit, carry-on only, no charging–effective 2026 |
| Aerosols (Class 2.1/2.2) | Permitted in limited quantities (≤500ml per person, ≤2kg total) | Allowed with approval; commercial quantities forbidden as baggage | Allowed with restrictions; gas canisters >28g/50ml forbidden | Most carriers allow small personal-use aerosols; large or commercial quantities must go freight |
| Flammable liquids (Class 3) | Permitted as cargo with proper packaging; passenger: ≤500ml per container, ≤2L total | Generally forbidden as baggage; commercial quantities freight only | Forbidden as baggage; fuel/petrol-based paints forbidden | Cargo acceptance common; passenger baggage strictly limited |
| Explosives (Class 1) | Permitted only for certain sub-classes (e.g., 1.4S) with special approvals | Forbidden | Forbidden | Almost universally forbidden on passenger aircraft; cargo requires exceptional approvals |
| Dry ice (UN1845) | Permitted as cargo or passenger baggage (≤2.5kg per person) with proper marking | Allowed with approval; must be declared | Allowed with restrictions; considered "miscellaneous" dangerous good | Commonly accepted with advance notice and proper documentation |
| Infectious substances (UN2814, UN3373) | Permitted as cargo with strict packaging and documentation | Freight only–not accepted as passenger baggage | Freight only | Cargo only; requires specialized handling and often pre-approval |
| Magnetised materials (Class 9) | Permitted if field strength ≤0.002 gauss at 2.1m; otherwise forbidden | Not explicitly listed; requires approval | Restricted; must be declared | Often requires testing and prior carrier approval |
The IATA Dangerous Goods Regulations (DGR) serve as the global baseline, but they are not the final word. Every airline publishes its own operator variations–stricter rules, additional prohibitions, or specific approval workflows that override the general IATA provisions. For the 67th edition (2026), IATA standardized the text for 290 existing operator variations and updated variations for Thailand, France, and the United Kingdom. This means that while the IATA dangerous goods list tells you what can be shipped under ideal conditions, the carrier's list tells you what will be accepted on their metal.
The table below compares the IATA DGR baseline against restrictions commonly applied by carriers like Jetstar, Qantas, and others. Note that Jetstar dangerous goods list policies are governed by IATA DGR but require separate approvals via Qantas, with at least 5 business days' lead time for most dangerous goods requests.
What "Accessible" vs. "Inaccessible" Means for Your Shipment
The terms accessible dangerous goods list and inaccessible dangerous goods list refer to whether the dangerous goods are physically accessible to the flight crew during flight. Accessible dangerous goods are those carried in the cabin or in compartments that crew can reach; inaccessible dangerous goods are stowed in cargo holds that are not accessible in flight. This distinction matters because:
- Accessible dangerous goods (e.g., small lithium batteries in passenger devices, medical oxygen) have stricter quantity limits and packaging requirements because crew may need to manage an incident.
- Inaccessible dangerous goods (e.g., bulk cargo in lower holds) can carry larger quantities but require more robust packaging and often additional approvals.
The IATA dangerous goods list classifies every UN number into one of these categories, and carriers may impose additional restrictions on inaccessible goods based on aircraft type and route. For example, Qantas prohibits UN3480 and UN3090 cargo shipments entirely, regardless of accessibility–a carrier variation that overrides the IATA baseline.
Why Carrier-Specific Checks Are Non-Negotiable
Relying solely on the IATA dangerous goods list without verifying the carrier's operator variations is a common and costly mistake. A shipment that is perfectly compliant with IATA DGR can be rejected at the cargo acceptance point if the carrier has a stricter rule. The 2026 DGR introduced standardized text for 290 operator variations to reduce confusion, but the variations themselves remain carrier-specific. For B2B shippers, this means:
- Always check the operator variations section (2.8.3) of the IATA DGR for your intended carrier.
- Confirm with the carrier's cargo team in writing before tendering any dangerous goods shipment.
- Build lead time for approvals–Jetstar explicitly recommends at least 5 business days for dangerous goods approval requests.
[source: www.iata.org] [source: www.jetstar.com] [source: www.qantas.com] [source: www.icao.int]
Air Cargo DG Booking Workflow: From Classification to Carrier Acceptance
For B2B shippers, the air cargo DG booking workflow is a structured sequence of steps where responsibility shifts from the shipper to the forwarder to the carrier–but liability never transfers entirely. The 67th Edition IATA DGR, effective January 1, 2026, introduced an updated acceptance checklist and added guidance in Section 9.1.3 to reduce unnecessary shipment rejections. Yet rejection rates remain high, primarily due to classification errors, documentation mismatches, and failure to verify airline dangerous goods restrictions before booking. This section maps the end-to-end workflow so you can identify where shipments typically fail and how to build compliance into each step.
Step 1: Classification and SDS Review
Every dangerous goods shipment starts with correct classification. The shipper bears primary responsibility here: the shipper understands the product–how it is built, what is inside it, and how the batteries or hazardous components are configured. That information becomes the foundation for packaging, labeling, and documentation.
What you must do:
- Obtain a current Safety Data Sheet (SDS) for the product.
- Identify the correct UN number, proper shipping name, hazard class, and packing group.
- Check whether the substance appears on the accessible dangerous goods list or inaccessible dangerous goods list–this determines stowage restrictions.
- Verify if the shipment qualifies for limited quantity or excepted quantity provisions.
Common mistake: Misclassifying dangerous goods as general cargo to avoid fees or documentation requirements. Airlines can and do permanently blacklist shippers and forwarders for repeated DG violations. A single misclassification can trigger shipment rejection, fines up to USD 50,000 per violation under FAA/EASA enforcement, and potential prosecution.
Step 2: Check Operator Variations and Carrier Approval
The IATA dangerous goods list provides the baseline, but operator variations often impose stricter rules. Before you book, you must check the operator variations section (2.8.3) of the IATA DGR for your intended carrier.
Real examples of carrier-specific restrictions:
- Cathay Pacific (CX-01): UN 3481 lithium ion batteries prepared in accordance with Section IA or IB of Packing Instruction 965 are accepted only with prior approval. UN 3090 lithium metal batteries are prohibited entirely as cargo.
- Qatar Airways (QR-03): All shippers must provide a 24-hour emergency contact telephone number on the DGD.
- LATAM Cargo (UC-01): Dangerous goods offered under approvals or exemptions require prior review and approval by the LATAM Dangerous Goods Technical Committee.
- Asiana Airlines: UN 3480 and UN 3090 of Section IA and IB are subject to prior approval.
Action step: Confirm acceptance in writing with the carrier's cargo team before tendering any dangerous goods shipment. Some carriers, like Jetstar, explicitly recommend at least 5 business days for dangerous goods approval requests. Do not assume that IATA compliance equals carrier acceptance.
Step 3: Prepare the Shipper's Declaration for Dangerous Goods (DGD)
The Shipper's Declaration for Dangerous Goods (DGD) is the shipper's documentation and instructions to verify that the contents, classification, and packaging comply with applicable regulations. It must be typed, not handwritten.
Critical DGD requirements:
- UN number with prefix, proper shipping name, technical name, class, subsidiary hazard, packing group, quantity, and packing instruction.
- 24-hour emergency contact telephone number with country and area code (required by many carriers as an operator variation).
- Consistency between the DGD, air waybill, and physical package labels.
Most common DGD rejection reason: Inconsistency between the declaration and the physical shipment–information placed in the wrong order, missing required headings, or mixing net and gross quantities. Even small spelling errors or administrative oversights can lead to rejection or fines.
Step 4: Packaging, Labeling, and Marking
Packaging must meet UN specification standards and the specific packing instruction for the UN number. For lithium batteries, this includes:
- Valid UN 38.3 test summary for each battery type. [source: iata.org]
- Class 9 labels and the lithium battery mark.
- Cargo Aircraft Only (CAO) label where required.
- New for 2026: Standalone lithium-ion batteries (UN 3480, PI 965) must be shipped at a state of charge of 30% or less. [source: iata.org]This requirement now also applies to lithium batteries packed with equipment.
Common packaging failures:
- Using incorrect or inadequate packaging.
- Missing markings, omitted primary hazard labels, incorrect UN numbers, or label sizes that do not comply.
- Substandard packaging to reduce costs without verifying chemical compatibility with packaging materials.
Step 5: Submit Booking and DG Application
The booking process typically involves:
- Submitting a DG application through the forwarder's or carrier's system with all necessary information and attachments (MSDS, DGD, packing list).
- The forwarder reviews the Shipper's Declaration–but the DGD alone is not enough. Forwarders must exercise due diligence by reviewing the SDS, checking the UN number and proper shipping name, and validating whether the cargo is a hidden dangerous good due to misclassification.
- The carrier's DG desk reviews the application and either confirms acceptance or requests additional information.
- Booking is confirmed only after carrier acceptance verification.
Step 6: Pre-Flight Acceptance Check
At the cargo acceptance desk, airline personnel use a dangerous goods acceptance checklist to verify compliance. The 2026 edition of this checklist is available as a fillable form from IATA. Running this checklist yourself before tendering the shipment allows you to find what the airline is going to find.
The acceptance checklist covers:
- DGD line-by-line verification: UN number, proper shipping name, class, packing group, quantity, packing instruction.
- Physical shipment inspection: specification marks, labels, orientation, overpack wording, packaging condition.
- Air-specific items that are easy to overlook.
Why the Workflow Matters
Non-compliance triggers four categories of consequence: shipment refusal (most immediate), financial penalties levied by the carrier or civil aviation authority, prosecution for deliberate or repeat violations, and–in the event of an in-flight incident–a significantly more serious liability picture. The 67th Edition IATA DGR added specific guidance to address "trivial" rejections, but the best strategy is to prevent rejection entirely by building compliance into every step of the workflow.
For B2B shippers, the workflow is not just about checking boxes–it is about making sure that your cargo moves on time, without penalties, and without endangering the aircraft or crew. Work with a logistics partner that understands both the IATA dangerous goods list and the specific airline dangerous goods restrictions that apply to your shipment. Great Hensen International Logistics provides DG compliance support across the full booking workflow, from classification review to carrier approval coordination【source: www.greathensen.com】.
[source: www.iata.org] [source: www.cathaycargo.com] [source: www.dimerco.com] [source: safefly.aero] [source: www.greathensen.com]
quently Asked Questions: Hidden DG, Airline Approvals, and Lithium Batteries
1. What exactly are "hidden dangerous goods," and why do they matter?
Hidden dangerous goods are hazardous items that are not declared as dangerous goods by the shipper–either because the shipper does not realize they are regulated, or because they deliberately omit the declaration to avoid costs or paperwork. Common examples include: - Lithium batteries concealed inside electronic devices, power tools, or medical equipment without proper marking. - Aerosols (hairspray, deodorant, spray paint) in personal baggage or cargo that exceed quantity limits. - Flammable liquids such as perfumes, nail polish remover, or industrial solvents packed with other goods. - Dry ice used as a refrigerant for perishables, but not declared because the shipper assumes "it's just ice." - Magnetised materials in speakers, transformers, or scientific instruments.
Why it matters:
Undeclared dangerous goods are one of the most serious safety risks in air cargo. They can cause in-flight fires, explosions, or toxic releases. Civil aviation authorities impose heavy fines–up to USD 50,000 per violation in the US under FAA enforcement–and can suspend or revoke a shipper's or forwarder's DG authorization. Airlines have the right to refuse any shipment suspected of containing hidden DG, and they often use X-ray and sniffing equipment to detect undeclared items. The 2026 IATA DGR emphasizes that shippers must "exercise due diligence" to identify all dangerous goods in a consignment, and forwarders are expected to review the SDS and product composition to catch misdeclarations.
Practical step:
If you are unsure whether your product contains dangerous goods, consult the SDS or contact the manufacturer. When in doubt, declare it. The cost of proper declaration is far lower than the cost of a rejection, fine, or incident.
2. How do I get airline approval for dangerous goods?
Airline approval is not a single blanket permission; it depends on the UN number, the aircraft type (passenger vs. cargo), the route, and the carrier's operator variations. The approval process generally follows these steps:
Step 1 – Check operator variations:
Consult the IATA DGR Section 2.8.3 for your intended carrier. Some carriers have a general prohibition (e.g., Qantas bans UN3480 and UN3090 cargo shipments entirely), while others require prior approval for specific items (e.g., Cathay Pacific requires prior approval for UN3480 Section IA/IB).
Step 2 – Prepare documentation:
You will need the Shipper's Declaration for Dangerous Goods (DGD), the SDS, the UN 38.3 test summary (for batteries), and any packaging certificates.
Step 3 – Submit a DG application:
Most carriers have a dedicated DG desk or online portal. Provide all documentation and specify the UN number, quantity, packaging type, and intended flight date. Some carriers require a minimum lead time–Jetstar explicitly states "5 business days" for dangerous goods approvals via Qantas.
Step 4 – Wait for confirmation:
The carrier's DG specialist reviews your application and may ask for additional information, such as a photos of the packaging, an emergency response plan, or a declaration that the shipment will be handled by trained personnel.
Step 5 – Receive approval in writing:
Do not tender the shipment until you have written confirmation from the carrier. Verbal approval is not sufficient, as the acceptance desk will require the approval reference number.
Timeline:
For routine dangerous goods (e.g., UN1845 dry ice, UN2800 non-spillable batteries), approval may be immediate or within 24 hours. For lithium batteries (UN3480), explosives, or infectious substances, allow 5–10 business days. If the carrier has a blanket prohibition, no approval will be granted–you must choose a different carrier.
Warning:
Do not assume that because a carrier accepted a similar shipment last month, they will accept it again. Operator variations are updated annually with the new IATA DGR edition, and some carriers issue interim embargoes based on route or seasonal risks. Always check the current variation before each booking.
3. What are the 2026 lithium battery shipping rules I need to know?
The 67th Edition IATA DGR (effective 1 January 2026) introduced several critical changes for lithium batteries. These affect both cargo and passenger baggage rules, and shippers must comply to avoid rejection.
Other 2026 updates:
- The table in 2.3.A now explicitly prohibits passengers from charging any electronic device or power bank during flight. This applies to all airlines. - Power banks are now formally banned from checked baggage on all IATA member airlines (it was already common practice, but now codified). - The UN 38.3 test summary must be retained by the shipper and made available to the carrier upon request–it is not required to be attached to the shipment, but must be accessible within 24 hours.
Passenger baggage rules (still apply for carry-on only):
- Lithium ion batteries >160Wh are forbidden. - Batteries between 100Wh and 160Wh require airline approval. - Spare batteries must be individually protected to prevent short circuits and carried in cabin baggage. - Each passenger is limited to 2 spare batteries over 100Wh but under 160Wh.
What this means for B2B shippers:
If you are shipping lithium batteries as cargo, you must verify the state of charge before packing–use a battery tester or work with your supplier to certify the SoC. Also, confirm your packaging and labeling comply with PI 965/966/967/968/969/970, and that you have the UN 38.3 test summary on file. Failure to meet the SoC requirement is one of the top reasons for lithium battery shipment rejections in 2026.
4. What is the difference between the accessible and inaccessible dangerous goods list, and how does it affect my shipment?
The accessible dangerous goods list includes items that are allowed in the aircraft cabin or in compartments that crew can access during flight. These are typically small quantities of personal-use items (e.g., medical oxygen, small lithium batteries in devices, aerosols up to 500ml). The inaccessible dangerous goods list covers items stowed in cargo holds that are not accessible in flight–these have stricter quantity limits and packaging requirements because the crew cannot intervene in an incident.
For cargo shippers:
Most commercial dangerous goods are stowed in inaccessible cargo holds, so they fall under the inaccessible list. However, the classification affects: - Stowage restrictions: Some items cannot be carried on passenger aircraft at all (CAO label required) and must be on cargo-only flights. - Quantity limits: Inaccessible holds can carry larger quantities, but only if the packaging is rated for the full duration of a potential fire. - Emergency response: The pilot in command must be notified of any dangerous goods on board, and the accessible/inaccessible status determines the emergency procedures.
Practical implication:
When you consult the IATA dangerous goods list, check the "passenger and cargo" vs "cargo only" columns. If your item is "cargo only," it is automatically inaccessible and requires the appropriate labels and documentation. Do not attempt to ship a cargo-only item as accessible–that is a violation.
5. Does Jetstar accept dangerous goods, and what are their specific restrictions?
Jetstar (JQ/GK) operates as a low-cost carrier with a conservative dangerous goods policy. They do not accept most dangerous goods as cargo; instead, all Jetstar dangerous goods applications are processed through the Qantas Dangerous Goods team, as Qantas is the parent carrier.
Key Jetstar DG rules:
- Lithium batteries (UN3480, UN3090): Forbidden as cargo. - Lithium batteries in equipment (UN3481, UN3091): Allowed only with prior approval from Qantas DG team, and subject to the 30% SoC rule. - Aerosols: Personal-use aerosols up to 500ml per container and total 2kg per passenger are allowed in baggage only; commercial quantities must go freight and require approval. - Dry ice: Allowed as cargo or passenger baggage with a maximum of 2.5kg per person, but must be declared. - Non-spillable batteries (UN2800): Permitted if they meet the 12V and 100Wh criteria; otherwise forbidden. - Approval lead time: Jetstar explicitly states "at least 5 business days" for dangerous goods requests.
Jetstar passenger restrictions (for reference):
- Power banks: Max 2 per passenger, carry-on only, no charging onboard. - E-cigarettes/vapes: Carry-on only, no charging. - Spare lithium batteries: Must be in original packaging or insulated, carry-on only.
Advice for B2B shippers:
If you plan to ship dangerous goods via Jetstar, contact the Qantas cargo DG desk well in advance. For most lithium battery shipments, you will need to use a different carrier, such as Cathay Pacific or Singapore Airlines, which have more permissive policies with prior approval.
6. What happens if my DG shipment is rejected at the airport?
A rejection can occur at any point: during booking, at acceptance, or even after the shipment is tendered. The consequences vary by severity: - Minor documentation errors (e.g., missing a signature on the DGD): The carrier may hold the shipment and request a corrected declaration, causing a 24–48 hour delay. - Packaging violations (e.g., incorrect labels, damaged overpack): The shipment is returned to the shipper or forwarder for repackaging. This incurs handling fees and storage charges, and you may lose your booked flight slot. - Misdeclaration (declaring general cargo when it is actually dangerous goods): The carrier will refuse the shipment, impose a penalty fee (often USD 100–500), and may report the shipper to the civil aviation authority. Repeat violations can lead to blacklisting. - Safety-critical violation (e.g., undeclanged lithium batteries, explosives): The authorities are notified, fines can reach USD 50,000, and criminal prosecution is possible if the violation is willful.
Best practice:
Run the IATA Dangerous Goods Acceptance Checklist (updated for 2026) on your shipment before it leaves your warehouse. If you identify any issue, fix it before tendering. Work with a logistics partner like Great Hensen International Logistics that provides DG pre-screening and carrier coordination to catch errors early.
7. How can I stay updated on carrier-specific restrictions?
Carrier restrictions change frequently, often with less than 30 days' notice. To stay current: - Subscribe to IATA's DGR alerts–they publish updates to operator variations as they occur. - Check the carrier's cargo website before each booking–most have a dedicated DG page with downloadable lists. - Use a forwarder with DG expertise–they track these variations and will advise you on acceptable carriers for your specific UN number. - Build a matrix for your frequently shipped items, listing which carriers accept them, the lead time, and any special requirements. The 2026 DGR introduced a standardized format for operator variations to reduce confusion, but the variations themselves remain. Always verify the latest version, as the 67th edition may have changed a carrier's position.
Final Takeaway for B2B Shippers
The airline dangerous goods list is not static. It is a dynamic interplay between the IATA baseline and carrier-specific rules. Hidden dangerous goods are your biggest liability–declare everything. Airline approval is a process, not a formality–start early. Lithium batteries have new SoC requirements–test and certify. And always check the Jetstar dangerous goods list or any carrier's operator variations before booking. If you treat DG compliance as a cost center, it will become a profit-eating delay machine. Treat it as a core logistics skill, and your shipments will move reliably, on time, and without penalties. For tailored DG compliance support, including carrier approval coordination and documentation review, contact the team at Great Hensen International Logistics–they handle these questions daily and can streamline your DG air freight.
8. Are there seasonal or route-specific embargoes I should know about?
Airlines may impose temporary embargoes on specific dangerous goods based on route, season, or current events. For example, during summer months, some carriers restrict aerosols due to higher heat risks. Routes over conflict zones may ban certain explosives or lithium batteries. The best source is the carrier's operational bulletin, which is often published on their website. Always ask your forwarder to check for any active embargoes before booking.
9. What documents must I keep on file for dangerous goods?
You must retain the Shipper's Declaration, UN 38.3 test summary, packaging certificates, and any carrier approvals for the period required by your national authority – IATA requires a minimum of three months, and many authorities and carriers require longer (12–24 months). Having these readily available can expedite future shipments and demonstrate compliance in case of an audit.
Need help shipping dangerous goods from China?
Send your cargo details – UN number, class, weight, and destination – and get a compliance-checked quotation within one business day.
Our DG desk handles classes 2-9 with carrier pre-approval arranged before you book.
Related Guides
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Lithium-specific packaging certificate requirements from China.
How BESS and battery cabinets are classified and shipped under UN3536.
Sources and references
- iata.org
- safefly.aero
- www.cathaycargo.com
- www.dimerco.com
- www.faa.gov
- www.greathensen.com
- www.iata.org
- www.icao.int
- www.jetstar.com
- www.qantas.com
All figures verified from public sources; freight rates marked indicative are confirmed at booking.