I85PREP
⌘ K
ph-iata-dangerous-goods-air study materials
ph-iata-dangerous-goods-air study resources

ph-iata-dangerous-goods-air practice questions

One question at a time. Build your ph-iata-dangerous-goods-air understanding.

First 50 of 200 questions. Each one lists the choices, the correct answer, and an explanation. The checker at the top of this page saves progress in this browser when it is available.

Continue in the practice tool above to load more questions, 50 at a time.

Question 1Regulatory framework and applicability of the IATA DGR

Under the IATA Dangerous Goods Regulations, which publication forms the legal basis that the DGR themselves reference for international air transport of dangerous goods?

  1. The ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air Correct answer.
  2. The IMDG Code issued by the International Maritime Organization
  3. The ADR European Agreement concerning the Carriage of Dangerous Goods by Road
  4. The UN Model Regulations published as a standalone standard only

Explanation

The IATA DGR are derived from and aligned with the ICAO Technical Instructions, which are the international standards recognized under the Chicago Convention Annex 18. The DGR reproduce those provisions in a format usable by shippers and operators. The IMDG Code and ADR govern other transport modes and are not the basis for air transport.

Question 2Regulatory framework and applicability of the IATA DGR

Which body publishes the IATA Dangerous Goods Regulations and issues them on a recurring annual cycle?

  1. The United Nations Economic Commission for Europe
  2. The International Maritime Organization
  3. The International Civil Aviation Organization
  4. The International Air Transport Association Correct answer.

Explanation

IATA publishes the DGR, typically effective from 1 January each year, incorporating ICAO Technical Instructions content plus IATA-specific variations and operator requirements. ICAO publishes the Technical Instructions but not the DGR. The IMO and UNECE are involved in other modal or model regulations.

Question 3Regulatory framework and applicability of the IATA DGR

An operator wishes to apply a restriction that is stricter than the baseline IATA DGR provisions. How is this treated under the DGR framework?

  1. Operators may relax baseline provisions where they judge the risk to be low
  2. Operators may impose more restrictive or additional requirements, which shippers must check in the operator variations Correct answer.
  3. Operators may only apply the exact baseline provisions with no additions permitted
  4. Operators may add restrictions only with prior written approval of the consignee

Explanation

The DGR explicitly permit operators to be more restrictive than the baseline rules, and these appear as operator variations in the DGR. Shippers and forwarders must consult the variations for every operator in the routing. Operators cannot relax baseline requirements, and no consignee approval mechanism exists for that purpose.

Question 4Regulatory framework and applicability of the IATA DGR

A shipment is tendered to an operator and the DGR show both a State variation and an operator variation applicable to the route. Which statement correctly describes the governing effect?

  1. Only the State variation applies because States outrank operators
  2. Both apply cumulatively, so the most restrictive applicable requirement must be met Correct answer.
  3. State variations apply only to mail and operator variations only to cargo
  4. Only the operator variation applies because the operator accepts the cargo

Explanation

State and operator variations are cumulative; a shipment must satisfy every applicable restriction across the routing. Where requirements differ, the more restrictive one governs in practice. Neither category automatically overrides the other, and the mail/cargo split described is not a DGR rule.

Question 5Regulatory framework and applicability of the IATA DGR

What is the primary purpose of the Dangerous Goods Training requirements set out in DGR section 1.5?

  1. To authorize operators to sell dangerous goods packaging to shippers
  2. To ensure personnel are competent for the functions they perform with dangerous goods Correct answer.
  3. To certify that the shipper's premises meet storage fire-code standards
  4. To license individual packers as government-approved inspectors

Explanation

DGR section 1.5 requires competency-based training so that everyone involved in preparing or accepting dangerous goods understands the regulations and their responsibilities. Training is tied to the functions performed, not to premises certification or individual licensing. It does not create any packaging sales authorization.

Question 6Regulatory framework and applicability of the IATA DGR

Which of the following best describes the shipper's responsibility under the IATA DGR when offering a dangerous goods consignment?

  1. The shipper is responsible only for the air waybill and the operator handles all other elements
  2. The shipper must ensure the shipment is fully and correctly prepared, classified, packed, marked, labelled and documented Correct answer.
  3. The shipper's obligations begin only once the operator has accepted the cargo at the dock
  4. The shipper may rely on the operator to correct any classification or packing errors before loading

Explanation

The DGR place the primary duty on the shipper to offer a shipment that complies in every respect, including classification, packing, marking, labelling and documentation. The operator's acceptance check is a verification step, not a substitute for shipper compliance. Responsibility does not shift to the operator or begin only at acceptance.

Question 7Regulatory framework and applicability of the IATA DGR

How does the DGR treat dangerous goods carried by passengers or crew?

  1. They are prohibited in all circumstances without exception
  2. They are permitted only when declared on a cargo air waybill
  3. They are permitted only in the quantities and under the conditions of the limited provisions for passengers and crew Correct answer.
  4. They are permitted freely provided the items remain in carry-on baggage

Explanation

The DGR contain specific provisions permitting certain dangerous goods in limited quantities for passengers and crew, subject to defined conditions. These are narrow allowances rather than a general prohibition or a free-for-all. Cargo declaration procedures do not apply to passenger-carried items.

Question 8Regulatory framework and applicability of the IATA DGR

A consignment contains articles that are suspected to be dangerous goods but are not listed by name in the DGR. What does the regulatory framework require before carriage?

  1. The shipper must determine the proper classification, which may require testing or reference to the appropriate generic or n.o.s. entry Correct answer.
  2. The shipper may ship them as general cargo because unlisted items fall outside the DGR
  3. The shipper may ship them if the operator verbally agrees to accept the risk
  4. The shipper may ship them provided the outer package is marked with a hazard label

Explanation

The DGR apply to articles and substances meeting the classification criteria, whether or not specifically named. Unlisted items must be classified, often using generic or not otherwise specified entries supported by technical data. Being unlisted does not exempt an item, and informal operator agreement or labelling alone does not satisfy the rules.

Question 9Regulatory framework and applicability of the IATA DGR

What is the role of the IATA Dangerous Goods Board in relation to the DGR?

  1. It operates the aircraft that carry dangerous goods consignments
  2. It acts as the final judicial authority on dangerous goods disputes
  3. It issues government enforcement penalties for non-compliant shippers
  4. It oversees the development and amendment of the DGR content between editions Correct answer.

Explanation

The Dangerous Goods Board is the IATA body responsible for developing and maintaining the DGR, including reviewing proposed amendments. It is an industry standards body, not an enforcement, operating or judicial authority. Enforcement rests with national authorities, and carriage is performed by operators.

Question 10Regulatory framework and applicability of the IATA DGR

Which statement correctly describes the relationship between the ICAO Technical Instructions and the IATA DGR?

  1. The DGR replace the Technical Instructions entirely for all international flights
  2. The two documents are unrelated and address different modes of transport
  3. The DGR are based on the Technical Instructions and add IATA-specific requirements and variations Correct answer.
  4. The Technical Instructions are derived from the DGR and follow IATA amendments

Explanation

The DGR incorporate the ICAO Technical Instructions and add IATA provisions, including operator variations and more detailed requirements. The Technical Instructions remain the underlying international standard. The DGR do not replace them, and the derivation direction described in the third option is reversed.

Question 11Regulatory framework and applicability of the IATA DGR

A shipper is preparing lithium battery cells and wants to know which edition of the DGR applies to a flight departing in February. Which principle governs?

  1. The edition in effect on the date of carriage applies, so the current edition must be used Correct answer.
  2. The edition applies only if the operator prints it on the air waybill
  3. The shipper may choose any edition issued within the previous five years
  4. The edition in force when the batteries were manufactured applies

Explanation

DGR editions are effective for defined periods, and the edition in effect on the date of carriage governs compliance. Historic editions tied to manufacture dates or shipper preference are not acceptable. The applicable edition is a regulatory matter and does not depend on air waybill printing.

Question 12Regulatory framework and applicability of the IATA DGR

Which of the following is a recognized source of additional requirements that a shipper must consult alongside the main DGR provisions?

  1. The shipper's internal sales contract terms
  2. The aircraft manufacturer's maintenance manual
  3. State variations and operator variations published in the DGR Correct answer.
  4. The airline's frequent flyer program terms

Explanation

The DGR publish State and operator variations that add or modify requirements for specific countries and airlines. These must be checked for each shipment's routing. Maintenance manuals, loyalty program terms and commercial contracts are not regulatory sources of dangerous goods requirements.

Question 13Regulatory framework and applicability of the IATA DGR

What does the DGR term "operator" refer to in the context of applicability?

  1. The government authority that inspects the shipment at destination
  2. The freight forwarder that arranges the booking on behalf of the shipper
  3. The entity that operates aircraft and accepts dangerous goods for carriage Correct answer.
  4. The entity that manufactures the packaging used for the shipment

Explanation

In the DGR, the operator is the entity providing the air service and accepting the dangerous goods for carriage, and operator variations attach to that entity. Packaging manufacturers, government inspectors and forwarders are distinct roles. A forwarder may act for the shipper but is not the operator.

Question 14Regulatory framework and applicability of the IATA DGR

A State has filed a variation that prohibits a substance that the baseline DGR would otherwise permit. What is the correct compliance position for a shipment transiting that State?

  1. The baseline DGR permission overrides the State variation for transit cargo
  2. The shipment may proceed if the operator labels it as transit-only cargo
  3. The shipment may proceed if the transit time is under twenty-four hours
  4. The substance cannot be carried on that routing because the State variation must be respected Correct answer.

Explanation

State variations reflect national requirements and must be observed for flights into, out of or over the State concerned. A baseline permission does not override a State's more restrictive rule. Transit duration and special labelling do not create an exemption from the State variation.

Question 15Regulatory framework and applicability of the IATA DGR

Which statement about the applicability of the DGR to dangerous goods in excepted quantities is correct?

  1. Excepted quantities are outside the DGR and need no conditions at all
  2. Excepted quantities apply only to shipments by sea and road
  3. Excepted quantity provisions are part of the DGR and impose specific limits and packaging conditions Correct answer.
  4. Excepted quantities are permitted only for radioactive material

Explanation

Excepted quantities are a defined relief within the DGR framework, subject to quantity limits per inner and outer packaging and specific packaging and marking conditions. They are not outside the regulations, nor limited to radioactive material or other modes. The relief is conditional, not absolute.

Question 16Regulatory framework and applicability of the IATA DGR

A shipper asks whether the DGR apply to a substance that is not classified as dangerous for transport. What is the correct answer?

  1. The DGR apply only to articles and substances meeting the classification criteria in the DGR Correct answer.
  2. The DGR apply only to substances listed by name in the blue pages
  3. The DGR apply to every substance regardless of classification
  4. The DGR apply to any substance over one kilogram in weight

Explanation

Applicability is determined by whether an article or substance meets the DGR classification criteria, not by weight or by the presence of a specific listing. Non-dangerous goods fall outside the DGR. Named listings are a finding aid, not the sole test of applicability.

Question 17Regulatory framework and applicability of the IATA DGR

What does the DGR require regarding the retention of dangerous goods documentation and training records?

  1. Records are required only for radioactive shipments
  2. Records may be discarded once the flight has departed
  3. Records must be sent only to the consignee and never retained
  4. Records must be kept and made available to authorities for the period specified in the regulations Correct answer.

Explanation

The DGR require training records and related documentation to be retained and produced on request by the appropriate authorities for the specified period. Discarding records after departure or sending them only to the consignee would not satisfy this. The requirement is not limited to radioactive material.

Question 18Regulatory framework and applicability of the IATA DGR

A forwarder accepts a shipment and notices the shipper has used an older DGR edition that omits a newly added State variation. How should the forwarder treat this?

  1. The forwarder may ignore the variation because the shipper signed the declaration
  2. The forwarder may proceed if the operator accepts the shipment without comment
  3. The current edition's State variation must be applied, so the shipment must be brought into compliance before carriage Correct answer.
  4. The older edition governs because that is what the shipper used

Explanation

Compliance is measured against the edition in effect on the date of carriage, including any new State variations. A shipper's use of an outdated edition does not change the applicable rules. A signed declaration or an operator's silence does not excuse non-compliance with a current variation.

Question 19Regulatory framework and applicability of the IATA DGR

Which statement best describes the scope of the DGR with respect to mail shipments containing dangerous goods?

  1. Dangerous goods may be sent by mail without any restriction
  2. Mail shipments are permitted only for flammable liquids
  3. Dangerous goods in mail are governed by specific provisions and are generally restricted to defined cases Correct answer.
  4. Mail shipments are entirely outside the scope of the DGR

Explanation

The DGR address dangerous goods in mail through specific provisions that restrict carriage to defined situations, often subject to State and postal authority requirements. Mail is not an unrestricted channel, nor is it outside the DGR scope. The allowance is not limited to flammable liquids.

Question 20Regulatory framework and applicability of the IATA DGR

A shipper is unsure whether a shipment of dry ice as a refrigerant for non-dangerous cargo falls under the DGR. What is the correct regulatory position?

  1. Dry ice is a classified dangerous good and the applicable DGR provisions must be followed even when used as a refrigerant Correct answer.
  2. Dry ice is regulated only if the total shipment exceeds one hundred kilograms
  3. Dry ice used as a refrigerant is exempt from all DGR provisions
  4. Dry ice is regulated only when shipped by sea

Explanation

Dry ice (carbon dioxide, solid) is classified as a dangerous good under the DGR, and its use as a refrigerant does not remove it from the regulations. Specific provisions address dry ice, including quantity limits and marking. It is not limited to sea transport or to a weight threshold of one hundred kilograms.

Question 21Limitations and operator variations

Under the IATA Dangerous Goods Regulations, which entity is ultimately responsible for ensuring that a consignment of dangerous goods is correctly classified, packed, marked, labelled and documented before it is offered to an operator?

  1. The consignee who will receive the shipment at destination
  2. The aircraft loading supervisor at the departure station
  3. The shipper who offers the consignment for transport Correct answer.
  4. The ground handling agent contracted by the operator

Explanation

The DGR place the primary duty on the shipper, who must ensure classification, packing, marking, labelling and documentation comply with the Regulations before offering the goods to an operator. The operator and its agents have acceptance and loading duties, but these do not transfer the shipper's responsibility.

Question 22Limitations and operator variations

A package of dangerous goods is prepared for a route that involves two operators under a single air waybill. Which statement best describes how operator variations apply to such a journey?

  1. Variations never apply when more than one operator is involved
  2. Only the variations of the first operator apply to the whole journey
  3. The variations of each operator apply to the portions of the journey they perform Correct answer.
  4. Only the variations of the final operator apply to the whole journey

Explanation

Operator variations are published by each individual operator and apply to the segments that operator actually performs. On an interline journey the shipper must check the variations of every operator handling the shipment, because a variation accepted by one carrier may be prohibited by another.

Question 23Limitations and operator variations

Where in the IATA Dangerous Goods Regulations can a candidate find the list of state and operator variations that affect a specific shipment?

  1. Section 8 acceptance checklist
  2. Section 2.8 and 2.9 of the DGR Correct answer.
  3. Section 9 handling procedures
  4. Section 4.2 packing instructions

Explanation

State variations appear in DGR 2.8 and operator variations in DGR 2.9, each identified by a country or operator code. These sections must be consulted alongside the detailed packing and handling requirements because a variation can add to or override the standard rule.

Question 24Limitations and operator variations

An operator variation states that a particular class of dangerous goods is forbidden on its aircraft. How should a shipper interpret this variation relative to the general DGR provisions?

  1. The variation is more restrictive and must be complied with for that operator Correct answer.
  2. The variation applies only if the shipment exceeds 100 kg net
  3. The variation only applies to cargo aircraft, never to passenger aircraft
  4. The variation is advisory and may be disregarded with the operator's verbal consent

Explanation

Operator variations can only be more restrictive than the base Regulations, never less restrictive. A variation forbidding a class of dangerous goods means that operator will not accept it, regardless of what the general DGR would otherwise permit.

Question 25Limitations and operator variations

Which of the following is a typical subject addressed by an operator variation in the IATA DGR?

  1. The colour of the operator's uniform
  2. The price of the air waybill
  3. The number of cabin crew required on a flight
  4. The maximum net quantity per package accepted for a specific UN number Correct answer.

Explanation

Operator variations commonly address acceptance limits, such as reduced maximum net quantities, forbidden substances, or additional documentation requirements. They do not address commercial, uniform or crewing matters, which are outside the scope of the dangerous goods Regulations.

Question 26Limitations and operator variations

A shipper is preparing a shipment of UN 3480 lithium ion batteries and checks the operator variations. The operator has a variation forbidding UN 3480 as cargo on passenger aircraft. What is the correct action?

  1. Ship it as checked baggage instead
  2. Do not offer it to that operator for passenger aircraft carriage Correct answer.
  3. Ship it as passenger aircraft cargo because the general DGR permits it
  4. Ship it only if the pilot-in-command agrees

Explanation

A variation forbidding a UN number on passenger aircraft means that operator will not accept the shipment for that aircraft type. The shipper must not offer it, even though the general DGR would otherwise allow it under the applicable packing instruction.

Question 27Limitations and operator variations

When an operator variation and a state variation both address the same dangerous goods issue, which principle generally applies?

  1. The operator variation always prevails over the state variation
  2. The less restrictive of the two applies
  3. The state variation always prevails over the operator variation
  4. The more restrictive requirement governs the shipment Correct answer.

Explanation

Where requirements conflict, the more restrictive provision is followed so that no applicable rule is breached. State variations reflect national requirements, while operator variations reflect carrier policy, and compliance with both is achieved by meeting the stricter one.

Question 28Limitations and operator variations

An operator variation requires that a Shipper's Declaration for dangerous goods be submitted in electronic form before cargo acceptance. What effect does this have on the shipper?

  1. The shipper may omit the declaration entirely
  2. The shipper may submit a paper declaration instead because paper is the DGR default
  3. The shipper must obtain a state exemption
  4. The shipper must meet the additional electronic submission requirement for that operator Correct answer.

Explanation

An operator variation may impose additional documentation requirements beyond the standard DGR provisions, and the shipper must comply when using that operator. The paper declaration remains the baseline, but the variation adds an electronic submission step for that carrier.

Question 29Limitations and operator variations

Which document should a shipper consult to determine whether a specific operator has filed a variation affecting a particular packing instruction?

  1. The operator's published timetable
  2. The ICAO Technical Instructions only
  3. The air waybill conditions of contract
  4. The IATA DGR operator variations section for that operator's code Correct answer.

Explanation

Operator variations are listed in the DGR by two-letter operator code, so the shipper looks up the carrier's code in the variations section. The ICAO Technical Instructions are the underlying international standards but do not contain individual airline variations.

Question 30Limitations and operator variations

A consignment is routed through a transfer station where a second operator will handle it. The first operator accepts the shipment, but the second operator has a variation forbidding the substance. What is the most appropriate outcome?

  1. The shipment proceeds if the consignee signs a waiver
  2. The shipment proceeds because the first operator accepted it
  3. The shipment proceeds because variations only apply at origin
  4. The shipment should not be tendered on that routing because the second operator will not accept it Correct answer.

Explanation

Each operator's variations apply to the segments it performs, so a routing is only viable if every operator on the route will accept the goods. Acceptance by the first carrier does not bind the second carrier, and a consignee waiver cannot override a carrier's published variation.

Question 31Limitations and operator variations

Which of the following best describes the legal status of the IATA DGR operator variations for a member airline that has published them?

  1. They are advisory notes for ground handlers only
  2. They are binding acceptance conditions for that airline Correct answer.
  3. They are recommendations that shippers may choose to follow
  4. They are optional unless the state also adopts them

Explanation

Published operator variations form part of the carrier's acceptance conditions and are binding on shippers using that airline. They are not optional recommendations, and they do not depend on separate state adoption to take effect for that carrier.

Question 32Limitations and operator variations

A shipper notices that an operator variation reduces the maximum net quantity per package for a Division 4.1 substance below the DGR packing instruction limit. Which quantity limit must the shipper observe?

  1. The limit stated on the air waybill
  2. The higher DGR packing instruction limit
  3. The limit set by the consignee's country
  4. The reduced limit stated in the operator variation Correct answer.

Explanation

An operator variation may impose a lower maximum net quantity than the packing instruction, and the lower figure controls for that carrier. The packing instruction sets the general ceiling, but the carrier's more restrictive limit must be respected.

Question 33Limitations and operator variations

Which statement correctly distinguishes state variations from operator variations in the IATA DGR?

  1. State and operator variations are identical in content and scope
  2. State variations apply only to mail, while operator variations apply only to cargo
  3. State variations reflect national requirements, while operator variations reflect airline-specific acceptance conditions Correct answer.
  4. State variations are optional, while operator variations are mandatory

Explanation

State variations express the requirements or prohibitions of a particular country, identified by its state code, while operator variations express the acceptance policies of an individual airline. Both must be checked, but they originate from different authorities.

Question 34Limitations and operator variations

An operator variation requires that dangerous goods shipments be tendered a specified number of hours before flight departure. What is the shipper's obligation?

  1. Tender the shipment at any time before boarding closes
  2. Tender the shipment within the operator's stated cut-off time Correct answer.
  3. Obtain a state exemption from the cut-off
  4. Ignore the cut-off because the DGR sets no timing rule

Explanation

Operator variations can impose tender cut-off times for dangerous goods so that acceptance checks can be completed. The shipper must deliver the consignment within that operator's stated time limit for the shipment to be accepted.

Question 35Limitations and operator variations

A shipper wants to send a substance that is forbidden by one operator's variation but permitted by another operator serving the same route. What is the most appropriate course of action?

  1. Offer it to both operators and let them decide at acceptance
  2. Offer the shipment to the operator that permits it, subject to all other applicable requirements Correct answer.
  3. Split the shipment between both operators
  4. Declare the substance as general cargo to avoid the variation

Explanation

Because variations differ between carriers, a shipper may use an operator whose published variations permit the substance, provided every other DGR requirement is still met. Misdeclaring the substance or splitting it does not remove the applicable restrictions.

Question 36Limitations and operator variations

Which of the following best explains why the IATA DGR require shippers to check operator variations in addition to the standard provisions?

  1. Because state variations do not exist
  2. Because the standard provisions are only advisory
  3. Because operator variations replace the UN classification system
  4. Because individual carriers may impose more restrictive or additional conditions Correct answer.

Explanation

The standard DGR set the baseline, but each carrier may add or tighten conditions through its published variations. Checking them ensures the shipment will actually be accepted by the operator performing the flight.

Question 37Classification of dangerous goods

Under the IATA Dangerous Goods Regulations, which shipper responsibility applies specifically to classification before a consignment is offered for transport?

  1. Marking the package with the shipper's name and address
  2. Assigning the correct UN number, proper shipping name, class and packing group Correct answer.
  3. Providing emergency response telephone contact details
  4. Signing the Shipper's Declaration for Dangerous Goods

Explanation

Classification is the process of determining the UN number, proper shipping name, hazard class or division, subsidiary risk and packing group that apply to the article or substance. This determination must be made before packing, marking, labelling and documentation can be completed correctly. The other listed actions are subsequent steps that depend on the classification result.

Question 38Classification of dangerous goods

An entry in the IATA Dangerous Goods List is shown with a plus sign (+) in the class or division column. What does this symbol indicate?

  1. The entry may only be shipped in limited quantities
  2. The entry is a substance with a subsidiary risk Correct answer.
  3. The entry is forbidden for transport by air
  4. The entry is subject to additional State variations

Explanation

A plus sign in the class or division column of the Dangerous Goods List signals that the entry has a subsidiary risk in addition to its primary class. The subsidiary risk must be reflected in labelling and documentation. It does not mean the entry is forbidden or restricted to limited quantities.

Question 39Classification of dangerous goods

A substance has a primary hazard of Class 3 and a subsidiary risk of Class 6.1. Which label combination correctly reflects this classification?

  1. Only a Class 6.1 label, because the subsidiary risk takes precedence
  2. A Class 3 label plus a Class 6.1 label placed on the same side of the package
  3. A Class 3 label plus a Class 6.1 subsidiary risk label Correct answer.
  4. Only a Class 3 label, because subsidiary risks need not be labelled

Explanation

When an entry carries a subsidiary risk, the package must display the primary class label together with a subsidiary risk label for the additional hazard. Both labels are required and must be applied in accordance with the labelling requirements. The primary hazard label governs the overall classification but does not replace the subsidiary risk label.

Question 40Classification of dangerous goods

Which of the following best describes the purpose of the packing group assigned to a dangerous good?

  1. It determines the transport index for radioactive material
  2. It indicates the degree of danger within a class for packing purposes Correct answer.
  3. It identifies the State in which the goods were manufactured
  4. It specifies the maximum net quantity permitted per package

Explanation

Packing groups I, II and III express the degree of danger within a class and are used to select appropriate packagings and quantity limits. Packing Group I represents great danger, II medium danger and III minor danger. The packing group is not a quantity limit, an origin identifier or a radiation measure.

Question 41Classification of dangerous goods

A consignment contains an article that does not appear by name in the IATA Dangerous Goods List but is suspected to be dangerous. What is the correct classification approach?

  1. Treat it as not restricted because it is not listed
  2. Refer to the generic or n.o.s. entries and the classification criteria in the UN Model Regulations Correct answer.
  3. Assign UN 0000 as a temporary placeholder
  4. Assign the UN number of the nearest similar named entry

Explanation

Articles and substances not specifically listed must be classified using the generic or not otherwise specified entries, applying the classification criteria and precedence of hazards. A generic entry with the correct hazard class and packing group is then used. There is no placeholder UN number such as UN 0000, and absence from the list does not mean the item is unrestricted.

Question 42Classification of dangerous goods

Which hazard class in the IATA Dangerous Goods Regulations covers substances that are liable to react dangerously and may cause a fire or explosion?

  1. Class 8
  2. Class 2
  3. Class 4 Correct answer.
  4. Class 5

Explanation

Class 4 covers flammable solids, substances liable to spontaneous combustion, and substances which emit flammable gases when in contact with water. These materials can react dangerously and present fire or explosion hazards. Class 2 covers gases, Class 5 oxidizers and organic peroxides, and Class 8 corrosives.

Question 43Classification of dangerous goods

A liquid has a flash point of 55 degrees Celsius and does not sustain combustion. Under IATA criteria, how should it be classified?

  1. Class 3, Packing Group III
  2. Class 9, miscellaneous
  3. Not classified as Class 3 Correct answer.
  4. Class 3, Packing Group II

Explanation

Class 3 flammable liquids are those with a flash point of not more than 60 degrees Celsius that are capable of sustaining combustion. Because this liquid does not sustain combustion, it is excluded from Class 3 even though its flash point is within the range. The flash point alone is not sufficient; the combustion test result matters.

Question 44Classification of dangerous goods

Which proper shipping name format is correct for a generic entry in the Dangerous Goods List?

  1. FLAMMABLE LIQUID, N.O.S. (Methanol) Correct answer.
  2. FLAMMABLE LIQUID N.O.S. METHANOL
  3. Flammable Liquid, Nos, Methanol
  4. Methanol flammable liquid n.o.s.

Explanation

Proper shipping names are shown in upper case letters, and for generic entries the technical name of the substance is added in parentheses after the n.o.s. designation. The format must follow the Dangerous Goods List exactly, including the abbreviation N.O.S. in capitals. Lower case or reordered versions do not comply with the required format.

Question 45Classification of dangerous goods

Which of the following is an example of a Class 7 radioactive material entry?

  1. UN 1203, MOTOR SPIRIT
  2. UN 1789, HYDROCHLORIC ACID
  3. UN 1044, FIRE EXTINGUISHERS
  4. UN 2912, RADIOACTIVE MATERIAL, LOW SPECIFIC ACTIVITY (LSA-I) Correct answer.

Explanation

Class 7 covers radioactive material, and UN 2912 is a listed entry for low specific activity material, LSA-I. The other options belong to Class 3, Class 8 and Class 2 respectively. Correct classification requires matching the substance to the appropriate UN number and class.

Question 46Classification of dangerous goods

An item is classified as an explosive under Class 1. Which factor primarily determines the compatibility group assigned?

  1. The transport route and carrier
  2. The net explosive quantity in the package
  3. The packing material used
  4. The type of explosive and its intended use Correct answer.

Explanation

The compatibility group for Class 1 explosives reflects the type of explosive and the way it is intended to be used, ensuring that articles which can be carried together safely share a group. Net explosive quantity, routing and packaging affect other requirements but do not define compatibility. Correct group assignment prevents incompatible explosives from being stowed together.

Question 47Classification of dangerous goods

Which statement correctly distinguishes a Class 6.1 substance from a Class 6.2 substance?

  1. Class 6.1 covers infectious substances; Class 6.2 covers toxic substances
  2. Both classes cover infectious substances but differ by transport index
  3. Class 6.1 covers toxic substances; Class 6.2 covers infectious substances Correct answer.
  4. Both classes cover toxic substances but differ by packing group

Explanation

Class 6 is divided into Division 6.1 for toxic substances and Division 6.2 for infectious substances. Toxic substances are harmful if swallowed, inhaled or absorbed through the skin, whereas infectious substances contain pathogens capable of causing disease. They are distinct divisions with different criteria and requirements.

Question 48Classification of dangerous goods

A substance is listed with the proper shipping name ACETONE, UN 1090, Class 3, Packing Group II. What hazard does this classification represent?

  1. An oxidizing liquid
  2. A toxic liquid
  3. A corrosive liquid
  4. A flammable liquid Correct answer.

Explanation

ACETONE is a Class 3 flammable liquid with a flash point below the threshold and is assigned to Packing Group II. Class 3 covers liquids capable of sustaining combustion with a flash point of not more than 60 degrees Celsius. The classification does not indicate corrosive, oxidizing or toxic primary hazards.

Question 49Classification of dangerous goods

Which of the following correctly states the relationship between a UN number and a proper shipping name?

  1. Each UN number corresponds to one or more proper shipping names in the Dangerous Goods List Correct answer.
  2. UN numbers are assigned only to Class 1 explosives
  3. A proper shipping name may be used without any UN number
  4. A UN number may be used without a proper shipping name on the declaration

Explanation

UN numbers are four-digit identifiers assigned to dangerous goods, and a single UN number can correspond to one or more proper shipping names in the list, depending on the substance. Both the UN number and the proper shipping name must appear on the Shipper's Declaration. UN numbers apply across all classes, not only explosives.

Question 50Classification of dangerous goods

An entry in the Dangerous Goods List shows the word Forbidden in the passenger aircraft column but a permitted quantity for cargo aircraft. What does this mean for a passenger flight?

  1. The goods may be carried only in checked baggage
  2. The goods may be carried if the pilot is informed
  3. The goods may not be carried on passenger aircraft Correct answer.
  4. The goods may be carried in limited quantities on passenger aircraft

Explanation

When the passenger aircraft column shows Forbidden, the goods cannot be carried on passenger aircraft under any quantity. A quantity shown for cargo aircraft applies only to cargo aircraft operations. Limited quantity provisions do not override a Forbidden entry for passenger aircraft.