Transport of Dangerous Goods by Air — Page 227, Lesson 327

I want to walk you through the transport of dangerous goods by air — specifically the operational procedures that govern how information flows, how emergencies are handled, how training is managed, how incidents are reported, and how dangerous goods are accepted for carriage. Let’s start with provision of information. When dangerous goods are carried on an aeroplane, the operator must provide the commander — that’s the pilot in command — with the required written information. That information is specified in the Technical Instructions, which is the detailed regulatory document that governs all aspects of dangerous goods transport by air. The Operations Manual, specifically Part A section 9, must include information that enables the flight crew to carry out its responsibilities for the carriage of dangerous goods, and also the actions to be taken in the event of an emergency. So the OM isn’t just a reference — it’s the crew’s playbook for both normal operations and emergencies involving dangerous goods. Passengers also need to be informed. They must be told what types of dangerous goods must not be carried on an aeroplane. As a minimum, that information should consist of warning notices or placards prominently displayed where tickets are sold, where passengers are checked in, in boarding areas, and in luggage check-in areas. A warning note may also be printed on the ticket or ticket jacket. Any such warning issued to passengers may include reference to dangerous goods that may be carried — so it’s not just a list of prohibitions; it can also mention items that are permitted. For persons offering goods for carriage — that means shippers or freight forwarders — information must be made available and prominently displayed, containing warnings about dangerous goods. Now let’s move to emergencies. If an in-flight emergency occurs, the pilot in command should inform Air Traffic Control — ATC — for the information of the airport authorities, of any dangerous goods on board. So ATC becomes the relay point to alert the airport that there are hazardous materials in the aircraft. Additionally, the operator is required to inform the State in which the accident or incident has occurred that the aircraft was carrying dangerous goods. That means the national aviation authority of the country where the event happened must be notified. Next is training. Dangerous goods training programmes must be established and updated in accordance with the requirements of the Technical Instructions. This isn’t a one-time course — the programmes have to be kept current as regulations evolve. Then we have accident and incident reporting. An operator must report dangerous goods incidents and accidents to the Authority — that’s the operator’s own national aviation authority — and also to the appropriate Authority in the State where the accident or incident occurred. The first report should be despatched within 72 hours of the event, unless exceptional circumstances prevent this, and it must include the details that are known at that time. If necessary, a subsequent report must be made as soon as possible. Reports are also required if undeclared or misdeclared dangerous goods are discovered in cargo or in passengers’ baggage. So if you find something that should have been declared but wasn’t, or was declared incorrectly, that triggers a reporting obligation too. Finally, let’s look at acceptance of dangerous goods. An operator shall not accept dangerous goods unless three conditions are met. First, the package, overpack, or freight container has been inspected in accordance with the acceptance procedures in the Technical Instructions. Second, except when otherwise specified in the Technical Instructions, the goods are accompanied by two copies of a dangerous goods transport document. That document is the formal shipping paper that describes the hazardous material. Third, the English language must be used for package marking and labelling, and for the dangerous goods transport document, in addition to any other language requirements. So English is the common language for dangerous goods documentation and marking, even if other languages are also used. That covers the key operational procedures for dangerous goods — information provision, emergency response, training, reporting, and acceptance conditions.