Issue 1 Jul 05

INTERNATIONAL FIRE TRAINING CENTRE

RFFS SUPERVISOR INITIAL
TRANSPORT OF DANGEROUS GOODS BY AIR
Throughout this note he means he/she and his means his/hers. Areas of information in bold type are considered to be of prime importance

INTRODUCTION Aerodrome Fire Service units are sometimes called upon to deal with cargo carried in aircraft that either have crashed or have crashed and caught fire. Fire Service units also have to deal with incidents concerning cargo which is in an airport warehouse or on board an aircraft. Some of the cargo carried by air presents an inherent risk to health, safety, property or the environment and it has to be properly handled at all times. Items of such cargo are called dangerous goods; they are regularly and routinely carried by air on both fixed wing aeroplanes and helicopters and there are very strict requirements prescribed for their transport. Provided they are correctly dealt with in the transport chain - from the shipper (ie consignor) to the consignee, via the operator - they will not cause a problem unless they are involved in some other occurrence, for instance, a fire. Incidents arising from dangerous goods usually happen because of non-compliance with the requirements - eg they are wrongly packed or mishandled.

AIM To ensure that Watch Commanders are aware of the information relating to dangerous goods in air transport and adopt the relevant procedures at incidents involving dangerous goods, thereby ensuring the health and safety of RFFS personnel under their command.

OBJECTIVES At the end of the instructional session dealing with this subject and after detailed study of this note and other associated material you will be able to: state the main international requirements understand how they have been implemented in one contracting State of ICAO define the principles of dangerous goods in air transport state the definition state the process for identification of dangerous goods define the requirements for loading and aircraft types understand what documentation and other information is available to aid identification define how information can be gathered during emergencies recognise that dangerous goods may cause an aircraft accident or become involved

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CONTENTS The subject will be dealt with under the following headings: Dangerous goods on Aircraft Operator's equipment Passenger's Baggage Cargo

International Requirements Implementation in a Contracting State of ICAO Legislation Inspection, Surveillance and Enforcement Procedures Incidents Recording and Investigation Penalties for Violations

Principles of Dangerous Goods in Air Transport Definition of Dangerous Goods Nature of Dangerous Goods Identification of Dangerous Goods Documentation and Other Information Used in Air Transport Loading and Aircraft Types Information to Commander Information in Emergencies Responding to Emergencies Major Accidents and other Occurrences Appendix A Hazard and Handling Labels Appendix B Markings and Labels on a Typical Package Appendix C1 Shippers Declaration for Dangerous Goods (Manually Produced) Appendix C2 Shippers Declaration for Dangerous Goods (Computer Produced) Appendix D1 Notification to Captain (Manually Produced) Appendix D2 Notification to Captain (Computer Produced)

DANGEROUS GOODS ON AIRCRAFT The following is a quote from the ICAO Technical Instructions: Dangerous goods can be carried safely by air transport providing certain principles are adopted. They are intended to facilitate transport whilst giving a level of safety such that dangerous goods can be carried without placing an aircraft or its occupants at risk, providing all the requirements are fulfilled. They try to ensure that should an incident occur it cannot lead to an accident. Dangerous goods are carried on all aircraft types ie: large public transport aircraft, small air-taxi aircraft (usually on ad-hoc charters) and helicopters. Dangerous goods can be found on aircraft in the operator's equipment, passenger's baggage and the cargo. Operator's Equipment All aircraft need some dangerous goods in order to fly or to operate; therefore, some dangerous goods can be found on aircraft as part of the airworthiness equipment or for operational reasons. The airworthiness equipment includes: fuel, oxygen, life rafts, batteries and fire extinguishers. The operational equipment includes: dry ice (for catering purposes), aerosols (for passenger comfort or as insecticides), matches or lighters, alcoholic beverages, perfumes and colognes.

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Passenger's Baggage Passengers are permitted to have some items of dangerous goods, subject to certain restrictions. Often passengers are unaware that there are restrictions and may take something on an aircraft which has the potential to endanger its safety or injure other passengers. The Technical Instructions contains the full list of those items which passengers (and crew) are permitted to carry. In general these are: alcoholic beverages, in retail containers not exceeding 5 litres, with a total of 5 litres per person medicinal and toiletry items (eg: hair sprays, perfumes, aftershave); the net quantity of a single item is not to exceed 0.5 litre or 0.5 kg and the total net quantity of all items is not to exceed 2 litres or 2 kg small gaseous oxygen or air cylinders, for medical use sporting ammunition; up to 5 kg gross mass, providing it is in Division 1.4S, for own use, securely boxed and in checked baggage dry ice; up to 2 kg per person safety matches or a lighter for own use and when carried on the person wheelchairs, or other battery-powered mobility aids, with wet batteries, under certain conditions a hydrocarbon gas powered hair curler, providing the safety cover is securely fitted over the heating element; refills are not permitted life jackets with not more than 2 cylinders of compressed gas in Division 2.2; also not more than 2 spare cylinders

The above list identifies only some of the dangerous goods a passenger may have; there are a number of other things, some of them are rather specialised. Passengers are permitted to have some dangerous goods since it is considered that the effort to prevent them being carried outweighs their potential hazard on an aircraft, given the quantity and where they will be located. This does mean, however, that in an emergency, there could be items in both cabin and hold baggage which might present a hazard. Cargo Most of the dangerous goods found on an aircraft are likely to be in cargo. However, there are a number of operators that choose not to carry them, given all the requirements that apply, or operate restrictions on what types can be carried. The remainder of these notes will concentrate on dealing with dangerous goods in cargo.

INTERNATIONAL REQUIREMENTS The air transport of dangerous goods is an international activity with road/rail transport likely at either end of the journey. To facilitate the consignment of dangerous goods there is a need for the air transport requirements to be the same throughout the world and for the road/rail requirements to be sufficiently similar to those in air transport to enable goods to be consigned from shipper to consignee without intermediate re-classification, re-packing, etc. Nowadays all the model requirements are based on United Nations guidance, which is contained in: the United Nations Recommendations on the Transport of Dangerous Goods; and the International Atomic Energy Agency Regulations for the Safe Transport of Radioactive Material. The Recommendations now include the IAEA requirements for radioactive materials and have been reformatted as model regulations. The guidance in these two documents form the basis for the requirements in all the modes of transport. The model documents follow closely the format and content of the UN Recommendations. The organisations responsible for developing the model requirements are:

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Air transport

ICAO

International Civil Aviation Organization (Technical Instructions for the Safe Transport of Dangerous Goods by Air) International Maritime Organization (International Maritime Dangerous Goods Code) Economic Commission for Europe (Regulations Concerning the International Carriage of Dangerous Goods by Road) Economic Commission for Europe (Regulations Concerning the International Carriage of Dangerous Goods by Rail annex 1 to CIM)

Sea transport

IMO

Road transport in Europe

ECE (ADR)

Rail transport in Europe

ECE (RID)

The road and rail requirements are produced jointly; they are not fully international since they are developed by the Inland Transport Committee of the Economic Commission for Europe. However, they have a possible impact throughout the world in that in order for them to be carried by road/rail, goods imported into Europe must comply with the European requirements. Using UN guidance material for the development of all the model requirements means that the basic scheme for classification, packing, marking, labelling and documentation of dangerous goods is the same throughout the world. For air transport, the International Civil Aviation Organisation is now responsible for producing the requirements; and the standards and recommended practices are in Annex 18 to the Chicago Convention. Compliance with them, which is what Contracting States of ICAO are required to ensure, gives world-wide compatibility of the requirements for air transport. Annex 18 contains a number of standards and recommended practices that apply to Contracting States; the main ones are to: achieve compliance with the Technical Instructions have inspection, surveillance and enforcement procedures record and investigate dangerous goods accidents and incidents have penalties for violations of legislation

IMPLEMENTATION IN A CONTRACTING STATE OF ICAO As a Contracting State of ICAO, the United Kingdom has implemented the standards and recommended practices of Annex 18.

Achieve Compliance with the Technical Instructions Legislation The means of achieving compliance with the Technical Instructions has been to create the Air Navigation (Dangerous Goods) Regulations. These are very comprehensive; among other things, they require operators to have an approval to carry dangerous goods, which is not a requirement of the Annex but is seen as an aid to enforcement. They also both generally and specifically require that dangerous goods be carried in accordance with the Technical Instructions. They apply to everyone who may come into contact with dangerous goods whilst carrying out their duties or travelling by air; ie: shippers freight agents handling agents operators members of the Post Office couriers passengers

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In Europe there are now Joint Aviation Requirements (JAR-OPS); these are operating standards which are being implemented legally in all the countries of Europe. Currently there is JAR-OPS Part 1, which is for commercial aeroplanes and JAR-OPS Part 3, which is for commercial helicopters. Subpart R of both of the JAR-OPS documents contains the "rules" that apply to the transport of dangerous goods by air; these require that dangerous goods be carried according to the Technical Instructions and make frequent references to the need to comply with the Instructions. Inspection, Surveillance and Enforcement Procedures The UK is also required to have inspection, surveillance and enforcement procedures to ensure compliance with national legislation. Inspections are made in operators and handling agents premises and include looking at the procedures (including those for acceptance and loading), checking manuals and staff instructions, looking at packages of dangerous goods and their documents, looking at general cargo (to assess whether any of it may contain undeclared dangerous goods) and checking for notices in passenger terminals. In addition the training programmes for operators (both ground staff and air crew) are reviewed and approved. There are Dangerous Goods Inspectors who are authorised persons under the Air Navigation Order. As such they have powers to inspect, open and seize packages; analyse the contents of suspicious packages; inspect and seize documents; inspect, open and seize the contents of passengers baggage and have those contents analysed. Incidents Recording and Investigation General Unfortunately there have been and probably always will be some incidents that arise through carrying dangerous goods by air; the most frequent concerns dangerous goods found undeclared or wrongly packed but there are some leakages from packages. Accidents that are attributable to dangerous goods are, fortunately, extremely rare. In the UK investigation of these is likely to be the responsibility of the Air Accidents Investigation Branch. Investigating occurrences is to establish what has happened, not to apportion blame, so as to correct any weakness or loophole in the requirements. ICAO recommends co-operation between States to exchange information about international dangerous goods accidents and incidents. Recording In the UK, dangerous goods incidents are reportable to the CAA. Such incidents are not limited to spillages/leakages; any suspected contravention of the Technical Instructions is reportable - such as where dangerous goods are thought to be mis-declared, wrongly classified, wrongly packed, etc. Reports can be made under the Mandatory Occurrence Reporting scheme or under the revised Air Navigation (Dangerous Goods) Regulations. Under these Regulations operators have a legal requirement to report incidents; Under the MOR scheme, reports can be made by anybody, including an operator of a UK registered aircraft, an air traffic controller, or the licensee/manager of a licensed aerodrome. Reports are reviewed for potential seriousness. The UK Civil Aviation Authority maintains details of incidents on a database, which means that analysis of them is possible to establish trends, etc. As part of the UK's responsibilities under Annex 18 for international co-operation, it has established a formal Memorandum of Co-operation with the Federal Aviation Administration of the USA for cooperation in the investigation of incidents and in exchanging information about incidents and potential violations of the requirements. The number of incidents reported in the UK each year is steadily increasing. Generally, they fall into distinct areas and whilst the numbers may change the percentage of each area to the total has not changed very much in recent years; the areas and percentages are: undeclared/misdeclared packaging errors spillages/leakages 40% 10% 10%

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mishandling/misleading passenger originating

15% 25%

Also generally, those initially causing the incidents fall into three distinct groups and again their percentage to the total has not changed much in recent years; they are: shippers operators passengers 50% 25% 25%

The times when the Fire Services are deployed to deal with an incident is not always included in a report and so the statistics may not be accurate but from incident reports it appears that the Fire Services may be involved in dealing with incidents about 6% of the time. Investigation Minor incidents may be dealt with by writing to seek an explanation; sometimes no action is taken, if the incident is relatively trivial or no details have been recorded of the suspected offender. When an incident appears to be due to non-compliance with the requirements of the Technical Instructions, the CAA may carry out an investigation, with the aim of prosecuting if the incident is considered sufficiently serious and the evidence is available. Most of the incidents investigated appear to be due to ignorance rather than deliberate action. The CAA has a team of experienced investigations officers who will carry out any formal investigation. Before they commence an investigation into a dangerous goods incident, a Dangerous Goods Inspector will establish what has happened and what evidence is available, since it is necessary to ensure the chain of evidence is unbroken. The investigation will look for evidence of a serious violation such that prosecution or other legal penalty is deserved. Penalties for Violations If an investigation finds sufficient evidence a prosecution may be commenced or some other legal penalty considered. In the UK the legal penalties are: a warning letter, written by the Legal Adviser's Office a formal caution, administered by the Legal Adviser's Office, during which guilt is accepted and which can become evidence of a previous violation in any future investigation of another alleged violation for a summary offence, prosecution in a Magistrates court or lower court, where the maximum penalty is a fine of up to 5000 on indictment, prosecution in a Crown court or higher court, where the maximum penalty is an unlimited fine, or 2 years in prison, or both, in a Crown Court

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PRINCIPLES OF DANGEROUS GOODS IN AIR TRANSPORT General Annex 18 makes frequent references to the "Technical Instructions". These are a very comprehensive set of requirements covering: applicability and limitations, training, classification, identification, packing and packagings, marking and labelling, documentation, acceptance for carriage, loading and stowage, information, actions in emergencies and provisions for passengers. Annex 18 contains a standard which requires States to incorporate the Technical Instructions into national legislation; and this means the Technical Instructions are regarded as the only "source of the legal rules". In practice, however, the document which is usually used is the International Air Transport Association's Dangerous Goods Regulations. Despite the title they are not a set of regulations but a field document produced by the operators; although they conform to the Technical Instructions in all essential areas. This presentation will only cover those areas of the Instructions that are of interest to Fire Services. Applicability and Limitations Dangerous goods in air transport are subject to very stringent and detailed requirements. Most of them can be carried on both passenger and cargo aircraft; however, some are restricted to cargo aircraft only, some are forbidden on all aircraft except in specialised circumstances when specific permission has been granted and some are totally forbidden in all circumstances. It is recognised that the safety of dangerous goods in transport is provided by their packagings and being correctly prepared. In air transport, dangerous goods in most circumstances are packaged - ie they are in boxes, drums, etc. In addition the maximum quantity in a package is limited to: Passenger aircraft: Cargo aircraft: 1 litre / 1 kg 1 litre / 15 kg to to 60 litre / 100 kg 220 litres / 200 kg

The differing quantities recognise that dangerous goods have different degrees of hazard. For some dangerous goods which have a particular hazard on aircraft (eg: a high hazard corrosive liquid) the maximum net quantity per package may be less than 1 litre on a passenger aircraft.

DEFINITION OF DANGEROUS GOODS The definition in the Technical Instructions for dangerous goods is: Articles or substances which are capable of posing a risk to health, safety, property or the environment and which are shown in the list of dangerous goods in the Technical Instructions or which are classified according to those Instructions

CLASSIFICATION OF DANGEROUS GOODS There are 9 Classes of dangerous goods; some of them are sub-divided because of the wide-range of the class. The Classes are not in any order of priority ie: an item in Class 1 (explosives) is not necessarily considered to be more dangerous than an item in Class 8 (corrosives); each Class has its inherent risks. The following are the Classes and Divisions, together with some examples, most of which can be found routinely in consignments carried by air: Class 1: Class 2: Class 3: Class 4: Class 5: Explosives. Gases. Flammable Liquids. Flammable solids and Reactive Substances. Oxidisers and Organic Peroxides.

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Class 6: Class 7: Class 8: Class 9:

Toxic and Infectious Substances. Radio-active Materials. Corrosives Miscellaneous Dangerous Goods.

Class 1: Explosives This Class is sub-divided into: Division 1.1 substances and articles which have a mass explosion hazard Division 1.2 substances and articles which have a projection hazard but not a mass explosion hazard Division 1.3 substances and articles which have a fire hazard and either a minor blast hazard or a minor projection hazard or both but not a mass explosion hazard Division 1.4 substances and articles which present no significant hazard Division 1.5 very insensitive substances which have a mass explosion hazard Division 1.6 extremely insensitive articles which do not have a mass explosion hazard Explosives are also allocated a compatibility group, which is used in connection with storage; this appears as a letter after the Division (eg Division 1.4D). The way explosives are packed may have a decisive effect on their classification. Within Division 1.4 there are explosives assigned to Division 1.4S; these are packed or designed so that any hazardous effects arising from accidental functioning are confined within the package, unless the package has been degraded by fire, in which case the effects are limited to the extent they do not hinder fire fighting in the immediate vicinity of the package. Most explosives are not permitted on either passenger or cargo aircraft in normal circumstances; those in Division 1.4 and some in Division 1.3 can be carried on cargo aircraft and those in Division 1.4S can be carried on both passenger and cargo aircraft. Examples of explosives are: ammunition, ejector seat cartridges, fireworks and signal flares.

Class 2: Gases This Class is sub-divided into: Division 2.1 flammable gases Division 2.2 non-flammable, non-toxic gases Division 2.3 toxic gases Gases are compressed, liquefied, in solution, refrigerated or mixtures; aerosols are included in this Class. Flammable gases, except for aerosols, are restricted to cargo aircraft. Examples of flammable gases are: acetylene, butane, cigarette lighters and propane. Non-flammable, non-toxic gases can be carried on both passenger and cargo aircraft. Examples of non-flammable gases are: oxygen, carbon dioxide, helium, nitrogen. Toxic gases are normally forbidden on both passenger and cargo aircraft. An example of a toxic gas is: carbon monoxide. Aerosols are treated differently from other gases; they can be carried on both passenger and cargo aircraft, although they may contain butane as a propellant, they may have a minor hazard of also being toxic or corrosive.

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Class 3: Flammable liquids Class 3 is not sub-divided. Flammable liquids are liquids, or mixtures of liquids, or liquids containing solids in solution or suspension (eg paints), which give off a flammable vapour at temperatures of not more than 60.5C closed-cup test or not more than 65.6C open-cup test. Some flammable liquids which will not support combustion are not subject to the Technical Instructions. Flammable liquid is the most common Class of dangerous goods which is consigned by air. Examples of flammable gases are: acetone, paint, perfumery products and petrol.

Class 4: Flammable solids and reactive substances This Class is sub-divided into: Division 4.1 flammable solids Division 4.2 substances liable to spontaneous combustion Division 4.3 substances which, in contact with water, emit flammable gas Many of the substances in this Class are not permitted in air transport in normal circumstances; however, some of them do not present a significant hazard. This Class is often abbreviated to Flammable Solids but it contains a number of liquids. Division 4.1 covers flammable solids, which are readily combustible solids or solids which may cause fire through friction. Within this Division are also self-reactive substances (which can undergo a strong exothermic reaction) and desensitised explosives (which may explode if not sufficiently diluted). Examples of Division 4.1 substances are: camphor, fire lighters, matches and magnesium. Division 4.2 covers substances which are liable to spontaneous heating under transport conditions or to heat up in contact with air and then catch fire. Few Division 4.2 substances are carried by air; most are not permitted in normal circumstances. Examples of Division 4.22 substances are: iron oxide, metal catalysts, phosphorus and seed cake. Division 4.3 substances are described as "danger when wet" or "water reactive". Some of them can react with normal air (ie: it contains sufficient moisture to cause the reaction, there does not need to be visible water). Examples of Division 4.3 substances are: barium, lithium, sodium and zinc powder.

Class 5: Oxidisers and organic peroxides This Class is sub-divided into: Division 5.1 oxidising substances Division 5.2 organic peroxides Oxidising substances may not, in themselves, be combustible but by yielding oxygen may generally cause or contribute to the combustion of other material. Examples of oxidising substances are: chemical oxygen generators and ammonium nitrate fertiliser. Organic peroxides are thermally unstable substances which may undergo exothermic, selfaccelerating decomposition. Most are known to be particularly dangerous to the eyes, even after brief contact. Individual names of organic peroxides are no longer used as proper shipping names; they are now referred to by a type, which is supplemented with the actual name of the organic peroxide - eg "Organic peroxide, Type D, solid (dibenzoyl peroxide)". Many of the substances in these two divisions are not permitted on aircraft in normal circumstances; some are totally forbidden in all circumstances.

Class 6: Toxic and infectious substances

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This Class is sub-divided into: Division 6.1 toxic substances Division 6.2 infectious substances Toxic substances are liable to cause death or injury or to harm human health if swallowed, if inhaled or by skin contact. There are a large number of substances where it is now recognised they have a toxic hazard. Those with a high hazard of vapour inhalation toxicity are forbidden on all aircraft; those with a high hazard of other types of inhalation toxicity are forbidden on passenger aircraft. Examples of toxic substances are: alkaloids, arsenic, nicotine and pesticides. Infectious substances are substances reasonably expected to contain pathogens, which are micro-organisms or recombinant micro-organisms that are known or reasonably expected to cause infectious disease in humans or animals. Most infectious substances are carried in air mail and they are usually shipped between public health laboratories, hospitals, etc for diagnosis. Examples of infectious substances are: viruses of Ebola, Rabies and Hepatitis B. Included in this Division are diagnostic specimens (eg excreta, blood, tissue); these are only regarded as dangerous goods providing they meet certain criteria. Class 7: Radioactive material This Class is not sub-divided. Radioactive material is any material containing radionuclides which exceed a laid down level of activity concentration and the total activity in the consignment also exceeds a laid down minimum value. Air transport is commonly used for radioactive materials since many of them they have a relatively short half-life; almost all those carried by air are radioisotopes for medical use for diagnosis and treatment or industrial sources; common radionuclides are Iodine 125 (I-125), Iridium 192 (Ir-192) and Caesium 137 (Cs-137). Class 8: Corrosives This Class is not sub-divided. Corrosive substances can cause severe damage by chemical action when in contact with living tissue, or can materially damage freight or the means of transport. Many corrosives are not permitted on aircraft, or allowed only on cargo aircraft, or severely restricted by quantity per package; many of the low hazard substances are corrosive only to metal. Examples of corrosive substances are: mercury, nitric acid, soda lime and wet batteries. Class 9: Miscellaneous dangerous goods This Class is not sub-divided. Miscellaneous dangerous goods comprise those substances and articles which present a hazard during air transport not covered by the other Classes. They include liquids or solids which have narcotic or noxious properties that could affect the crew of an aircraft in the event of a leakage. Increasingly, this Class is being used for items of dangerous goods that contain a miscellany of several low hazard goods in an article. Examples of miscellaneous dangerous goods are: air bag inflators, consumer commodities, dry ice, life saving appliances and lithium batteries. Dangerous Goods with Multiple Hazards Some dangerous goods have more than one hazard associated with them - they have a primary hazard and one or more subsidiary risks. For instance Acetic acid, glacial is both flammable and corrosive. Each hazard/risk should be considered to have equal status and it should not be assumed that one of them is of lesser danger than the other. Degree of Danger (Packing Groups) The Classes identify the types of hazards presented by dangerous goods. However, within the Classes many dangerous goods have varying degrees of danger - ie some are more dangerous than others. A system has been developed for establishing this, which is the assignment of a Packing Group to the individual dangerous goods. Packing Group I means high danger; Packing Group II

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means medium danger; and Packing Group III means low danger. The Packing Group is not always a reliable guide to the potential hazard of a substance; this is especially so for organic peroxides, where the Packing Group is assigned on the basis that it allows for a packaging to be used which does not provide such confinement of the contents that they start to decompose. Not all the Classes have Packing Groups; they are not used for radioactive materials. Radioactive Materials Packaged radioactive material (unless it is an excepted package) is assigned a Category; this is based on the level of external radiation from a package. The external radiation is established by measurement of the radiation level at 1 metre from the surface of a package and the value determined is expressed as a number, which is referred to as the Transport Index (TI); it is used for radiation control. The labels affixed to a package show the Category and the TI. Where the measurement is in millisieverts per hour, the value is multiplied by 100 to obtain the number; where it is in millirem, the value is the number. Packages of fissile material are also allocated a Criticality Safety Index (CSI); this is for control of nuclear criticality and is shown on a separate label on a package. The Transport Index determines the Category of a package; ie: Category I - White Category II - Yellow Category III - Yellow = = = no measurable radiation (TI = 0) TI not more than 1 TI not more than 10.

Whilst the Transport Index is an indication of the level of radiation emanating from a package, in an incident it should not be assumed that a material in a package bearing a Category I - White label is less dangerous than a material in a package bearing a Category III - Yellow label. By the nature of radioactive material, a package in Category III - Yellow is likely to contain a gamma emitter; whilst a package in Category I - White is likely to contain either an alpha or beta emitter. A TI of 1 equates to 10 microsieverts at one metre from the surface of the package in normal circumstances; therefore, 3000 TI equates to 30 mSv/h and 5000 TI equates to 50 mSv/h. IDENTIFICATION OF DANGEROUS GOODS Package Markings Packages of dangerous goods are marked to identify their contents both by proper shipping name (including the technical name) and UN number. Typical markings could be: ACETONE UN 1090

Packages are also marked with points of contact in that they show the name and address of both the shipper and the consignee. Package Labels Packages are labelled and the labels are the main means of identifying the hazard(s) of the contents of packages; the colours and the symbols on them denote the hazards. For examples of the labels see Appendix A. In addition to hazard labels, some packages of dangerous goods are required to display handling labels; generally these denote package orientation, that a package contains goods magnetized material, or that it is restricted to cargo aircraft - an example of the "Cargo aircraft only" label is in Appendix A. Markings and Labels on a Typical Package At Appendix B is an example of a package showing all appropriate markings and labels for the item of dangerous goods it contains. As can be seen, apart from the proper shipping name, UN number and labels, the package also has a handling label (the package orientation label, which is required only in some circumstances), the shipper's and consignee's name and address and a packaging specification

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marking. Handling labels, names and addresses and packaging specification markings are not of particular interest to the fire services in dealing with an incident. An Air Waybill number, which will appear on most packages, will help to identify the documents relating to it. DOCUMENTATION AND OTHER INFORMATION USED IN AIR TRANSPORT Dangerous Goods Transport Document/Shipper's Declaration When dangerous goods are offered for air transport they must be accompanied by a dangerous goods transport document (which is usually known as the Shipper's Declaration). It has two different layouts, to aid completion either manually or by computerised means; and both of them have red hatching down each side for easy identification of the document. For each item of dangerous goods it shows: whether it is for carriage on passenger aircraft or for cargo aircraft only the proper shipping name (including the technical name, if applicable) the Class or Division the UN number the packing group any subsidiary risk(s) the net quantity, the type of packaging and the number of packages the packing instruction number

For radioactive material it also shows: the name or symbol of the radionuclide the activity the category of the package (eg II - Yellow) the transport index (when applicable)

At Appendices C1 and C2 are examples of completed dangerous goods transport documents/ shipper's declarations, showing both layouts. Other documents There are other documents that accompany all or some consignments of dangerous goods; depending on the circumstances they may or may not be useful in an emergency. Air Waybills Air Waybills are documents referred to in the Warsaw Convention; they are not always required for consignments of dangerous goods, depending on how they are to be carried. If issued they will state when the consignment contains dangerous goods and a copy accompanies the consignment on the aircraft. The Air Waybill number is quoted on the dangerous goods transport document/shipper's declaration and is the only link between them; apart from this Air Waybills have no useful information on them to aid identification of the goods in emergencies. Safety Data Sheets Safety Data Sheets are not legally required to accompany dangerous goods but increasingly they are with consignments. They may be on/in a package or with the shipper's papers. They are likely to show the hazard of the goods and the actions for dealing with emergencies (ie: spillages and fires). Operators or their handling agents may not know if there are safety data sheets with a consignment, particularly if they are in a package. Invoices Invoices are not legally required to accompany dangerous goods but they are usually on/in a package or with the shipper's papers. They are likely to have little information that is of assistance in an

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emergency since they generally quote part numbers rather than give, for instance, chemical names to describe the goods. Cargo manifests Cargo manifests are required by Annex 9 (Facilitation) and have nothing to do with the requirements for carrying dangerous goods on an aircraft. They may make reference to the fact that dangerous goods are in the cargo for a flight but this may be in code; apart from this there is no information that is of assistance in an emergency.

LOADING AND AIRCRAFT TYPES General The shipper's responsibilities cease once the dangerous goods arrive at the premises of the operator or handling agent; from that point it is the responsibility of the operator (or his handling agent) to ensure that the goods are correctly prepared for transport. On arrival the goods and their documents are subjected to an acceptance check, which is designed to confirm that as far as can be ascertained all applicable requirements have been met by the shipper and that packages are in a fit state for carriage. Loading There are a number of principles used in loading and stowing dangerous goods on an aircraft; these include: not stowing them in the passenger cabin or on the flight deck, except when in baggage not carrying those identified as being for cargo aircraft on passenger aircraft keeping upright those packages with orientation markings stowing packages for carriage on cargo aircraft only so they are accessible in flight, except for radioactive material, toxic and infectious substances, flammable liquids of packing group III without subsidiary risk and miscellaneous dangerous goods in Class 9 securing packages to prevent movement in flight, particularly for radioactive materials to ensure that the distance between persons and the materials cannot change significantly ensuring damaged packages are not loaded and that those found damaged on an aircraft are removed and de-contamination undertaken, if necessary

Dangerous goods on board an aircraft must be stowed such that those which are incompatible with each other are kept apart so interaction cannot result in the event of leakage. In general this means that dangerous when wet substances (Division 4.3) must be separated from corrosives (Class 8); and that flammable liquids (Class 3) and spontaneously combustible substances (Division 4.2) must be separated from oxidisers (Division 5.1). In addition, most explosives have to be segregated from other dangerous goods including other explosives, except that explosives with the same compatibility group, whether or not they are in the same Division, can be stowed together; packages of radioactive materials which have a Transport Index need to be segregated from persons on the aircraft; and magnetised material must be stowed so it cannot have a significant effect on the direct-reading compasses or the master compass detector units. It is common for dangerous goods to be included in unit load devices, together with other cargo. Such ULD's have to identify that they contain dangerous goods and this is done by either having the labels visible or attaching a red-hatched tag to the ULD, showing what Classes/Divisions the goods represent; in addition it shows if it can only be loaded on a cargo aircraft. Aircraft Types Dangerous goods are carried on all aircraft types; although some are more suited for this than others. Cargo Aircraft: These aircraft are designed or modified for the carriage of only cargo, both in the underfloor holds and on the main deck. Some were never designed for the carriage of passengers (eg Antonov

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124 and the Hercules); some are variants of passenger aircraft (eg B 747F, MD-11F and DC8F); and some have been used in the past to carry passengers but have been modified permanently to now carry all cargo (eg DC-3 and L-188). An example of a Boeing 747F is shown below.

Aircraft specifically designed to carry cargo often have nose opening or tail opening cargo doors, to facilitate the loading of large or specialist cargoes. Other cargo aircraft have large main cabin freight doors usually positioned aft of the nose area on the port side. Dangerous goods may be carried on cargo aircraft either in the underfloor holds or on the main deck; those in the underfloor holds must be in passenger aircraft quantities, whilst those on the main deck are often "cargo aircraft only" items.

Passenger Aircraft with only Underfloor Holds: These aircraft are designed primarily for carrying passengers. Cargo (and baggage) will be carried in holds which are below the main deck (underfloor). Examples of this type of aircraft are Boeing 737, 747, MD-11, A 330, A 340. An example of a DC10 is shown below, with a crosssection of the aircraft to show the underfloor hold area.

The introduction of wide-bodied passenger carrying aircraft, such as the DC10, has meant that there is a great deal of capacity in the underfloor holds for carrying cargo and over the years this has resulted in a reduction of services to some parts of the world by all cargo aircraft. Dangerous goods may be carried in the underfloor holds in passenger aircraft quantities. In flight these holds are inaccessible, so that should a problem occur it has to be dealt with using standard aircraft drills, with a possible emergency landing.

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Passenger Aircraft with Holds on the Same Deck as Passengers (Combi Aircraft) These aircraft have also been designed primarily for carrying passengers and they have become known as combi aircraft. There are two types: (i) those where the only hold(s) are on the same deck as the passengers; e.g. ATR42/72 and (ii) those with hold(s) on the main deck and under floor. On some aircraft, main deck holds may be little more than areas of the cabin separated from the passengers by curtaining; whilst in others they may be formed by sealed bulkheads with access only from outside the aircraft or through doors in the cabin which are inaccessible to passengers during flight. Some combi aircraft are variants of standard passenger aircraft where the main deck has been extensively modified to form a cargo hold of considerable size, possibly bigger that the available space for passengers. This hold may be forward or aft of the passengers. An example of this is the Boeing 727 Combi shown over the page:

Dangerous goods in passenger aircraft quantities may be carried on combi aircraft in any underfloor holds and when the main deck hold meets the class B or C cargo compartment certification requirements. Such a hold has to be totally separated from passengers by a bulkhead. Some low hazard dangerous goods (ie: those which would not lead to a serious safety or health problem in the event of a leakage) may be carried in the main deck cargo hold on other types of combi aircraft, when under exemption from the relevant aviation authority. Convertible Aircraft (Quick Change) There are a number of aircraft which are designed to be converted reasonably quickly, so that during the day they carry passengers and at night they carry cargo. These QC variants have seats, galleys and, sometimes, toilets fixed to pallets so they can be easily removed from the aircraft; this then allows it to be operated in a cargo role. Aircraft developed as quick change are primarily the B727 QC and B737 QC; a B727-100 QC can be converted in less than 30 minutes. Dangerous goods can be carried on QC aircraft as permitted for passenger or cargo aircraft, depending on the configuration at the time.

PROVISION OF INFORMATION TO THE COMMANDER NOTOC Once dangerous goods have been loaded on an aircraft, their care becomes the responsibility of the Commander (ie the Pilot-in-Command or Captain). It is necessary for him to know what has been loaded on his aircraft and where it has been placed. He is given written information, which is usually

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called the Notification to Captain form - NOTOC. In particular, this identifies what are the dangerous goods (by proper shipping name, UN number, Class/Division, subsidiary risks and packing group) their quantity and where they have been stowed. The Commander signs to acknowledge receipt of the information. Most of the major operators now have computerised systems for generating information to the Captain. Whether the NOTOC is produced by manual or computerised means, the information on it will be the same, although the layout may vary. A copy of the information must be kept on the ground at a readily accessible location until after the flight. At Appendices D1 and D2 are examples of a manually produced and a computer produced NOTOC.

INFORMATION IN EMERGENCIES Information for the Commander to Use in Emergencies Given the nature of dangerous goods it is probably impossible to prevent incidents from ever happening. However, most which have happened so far have been relatively minor and have occurred on the ground. If an emergency happens on an aircraft it is unlikely that it will have arisen directly from properly consigned and handled dangerous goods, but they could become involved and they will need to be considered in responding to the incident. If dangerous goods are being carried as cargo, the Commander must have available on the aircraft emergency information about them, although this does not have to be detailed. The document that most operators have chosen to carry is the ICAO document "Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods". This presents information in a summarised form. Similar information can be provided by any other means. Information by the Commander There is no system of pre-notifying airport authorities of what dangerous goods are on an aircraft. This means that in an emergency, the ground authorities are dependent on obtaining information from either the operator or the Commander. The Technical Instructions provide that: If an in-flight emergency occurs and the situation permits, the Commander must inform the appropriate air traffic services unit of dangerous goods on board as cargo. When possible this should include: the proper shipping name, UN/ID number, the Class/Division, compatibility group for explosives, subsidiary risk(s), quantity and location on the aircraft.

As an alternative a telephone number can be given from where a copy of the NOTOC giving the same information can be obtained. Notification of Dangerous Goods in Emergencies If there has been an aircraft accident, the operator must inform the State authorities in the country where it occurred of what was on board as cargo, as quickly as possible. It is obvious there could be a time delay before information becomes available and that in this period it might not be possible to establish for certain what is on the aircraft. Because of this there is greater emphasis put on encouraging operators to develop systems that will ensure the information is provided as quickly as possible.

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If there has been an aircraft incident, the operator is required to provide information as quickly as possible about the dangerous goods on the aircraft when asked to do so by the State authorities of the country where it occurred. Operators must address the requirements for the provision of information in emergencies in appropriate manuals and accident contingency plans.

RESPONDING TO EMERGENCIES Although there is the possibility that fire services may deal with an aircraft accident and any dangerous goods that were on the aircraft, there is more of a likelihood that an incident will occur on an aircraft on the ground or in an airport warehouse. In any event, there are a number of considerations that should apply in the ground response to emergencies involving dangerous goods; these are: Assess properly what has happened or is happening from a distance if necessary Use binoculars to look for information (eg: labels) Consider if CPS is needed for an initial inspection Use a thermal imaging camera to look for "hot spots" Put leaking packages so the leakage is at the top Use sand to contain or absorb leakage/spillage Use plastic tools metal cold react or cause sparks Do not commit fire-fighters to get known information Do not commit fire-fighters if no life is at risk

MAJOR ACCIDENTS AND OTHER OCCURRENCES There have been a number of accidents known to have been caused by dangerous goods; there are also several accidents where they were not the cause but were a factor in responding to them. The following are brief summaries of some of them. Boston; 1973 Pan-Am B707 Cargo Aircraft The flight was to be from New York to Frankfurt but a short time after take-off smoke was detected from what appeared to be the electrical bay; the Commander decided to return to New York but when the smoke became denser he decided to go to Boston. On approach to Boston, the crew lost control of the aircraft and it crashed on the threshold of the runway, killing the 3 crew. The main cause was a consignment of wrongly packed nitric acid, among other things it was packed in glass bottles which were surrounded in the outer packaging by sawdust; also some packages were loaded on their sides. There was no evidence the Commander had received any information about the dangerous goods and most of the persons involved in dealing with the consignment, from the shipper to the operator had not received adequate training. Nashville; 1988 American Airlines DC9 Passenger Aircraft The flight was from Dallas/Fort Worth to Nashville. Shortly before approaching Nashville a light smoke haze was seen in the passenger cabin; soon after passengers reported that the floor was becoming hot and soft. The aircraft landed at Nashville and the passengers were evacuated; the fire services found there was a severe fire in the underfloor hold; it had damaged control cables. The cause of the fire was found to be a consignment declared as "laundry equipment"; it consisted of a fibre drum inside which was a sodium orthosilicate based mixture (which was corrosive) and a plastic drum containing hydrogen peroxide; the two chemicals were not declared as dangerous goods, they were not packed properly and they were incompatible. The leakage of the hydrogen peroxide into the fibre drum caused an exothermic reaction with the corrosive, resulting in the fire. Newburgh; 1996 FedEx DC10 Cargo Aircraft The flight was from Memphis to Boston. The aircraft made an emergency landing at Newburgh after smoke had been detected in the main deck cargo compartment. After landing a severe fire developed. The crew and 2 non-revenue paying passengers on board all evacuated but the aircraft

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was destroyed. The cause of the fire was not determined by the NTSB but their findings included these statements: "the DNA synthesiser was not completely purged of volatile chemicals (including acetonitrile and tetrahydrofuran) before it was transported"; "the presence of aerosol cans, the containers of acidic liquid, as well as several packages of marijuana on board illustrate that operators can be unaware of the true content of many of the packages they carry"; and "the transportation of undeclared hazardous material on aircraft remains a significant problem". Taiwan; 1999 Uni Airlines MD90 Passenger Aircraft The flight was from Taipei's SungShan airport to Hualien Airport, Taiwan. During landing at Hualien Airport there was an explosion in the passenger cabin and thick smoke developed. The aircraft stopped and there was an emergency evacuation. The fire was in an overhead baggage compartment; 2 passengers were severely burned and 1 subsequently died; the fuselage was burned through in several places and the aircraft was badly damaged. The fire is suspected to have been caused by a flammable liquid (petrol?) and a battery in a passenger's carry-on baggage. Miami; 1996 ValuJet DC9 Passenger Aircraft The flight took off from Miami and within 15 minutes had crashed into the Everglades, killing all 110 people on board. An extreme fire started in an underfloor hold and then spread to the cabin. Part of the cargo was some company material described as "Oxy Canisters Empty"; they were, in fact, chemical oxygen generators, which comprise an oxidiser core and initiation system and when installed in an aircraft in the passenger services unit provide the supplemental oxygen. The generators produce oxygen by causing the oxidiser to be heated to decomposition and this reaction starts when a retaining pin is released; the heat produced means the casing of a generator can reach 230C 260C. The canisters were not empty; they still had the oxidiser core. At some point after being loaded, one or more of the generators was activated and the resulting heat set fire to the box in which they were contained; this deteriorated quickly into the extreme fire which caused the crash. Swissair DC8 October 1979 at Athens Airport This accident was not cause by dangerous goods; the aircraft overran the runway in bad weather, caught fire and 14 passengers were killed. On board the aircraft was a consignment of radioactive materials (consisting of 3 packages of Category III-Yellow, 26 packages of Category I-White and 11 packages of Excepted radioactive material; the total TI was 2.2) but the airport emergency services did not know this until some 5 hours after the accident and it was not until 24 hours later that an exact list was obtained of what was in the packages. Most of the packages had been burned, the inner containers broken and the lead shielding melted. Some sources were not recovered and a number that were recovered had been extensively damaged; small quantities of transferable contamination were detected. Korean Airlines B747 December 1999 at Stansted Airport The accident was also not caused by dangerous goods; the aircraft crashed shortly after take-off after apparent problems with an artificial horizon instrument. There were several consignments of dangerous goods on board, although the total amount was only some 40 kg. They were: Explosives in Division 1.4D (detonating cord) 1.8 kg net explosive content, in 8 packages Explosives in Division 1.4S (detonators) 0.5 kg net explosive content, in 1 package Paint and Paint Related Material (Class 3, packing group II) 8L in 2 packages Adhesives (Class 3, packing group II) 4.6L in 1 package Toxic Liquid, nos (Class 6, packing group II) 0.3L in 1 package Toxic solid, nos (Class 6, packing group II) / Chlorosilane (Class 8, packing group II) 2 kg / 0.05L in 1 package Benzyl Chloroformate (Class 8, packing group I) 2.5L in 1 package

The only remains that were found that could be identified as being related to the dangerous goods on board was an ammunition box. However, there was also a consignment of excepted packages of radioactive material on board but this was not discovered until some time after the accident, when the site was being monitored to locate the depleted counter-balance weights in the tail of the aircraft. The

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consignment did not require a dangerous goods transport document/shipper's declaration; there was information on the Air Waybill identifying what was in the consignment but this was not seen initially. Details of the consignment were not shown on the NOTOC, they did not need to be. Excepted packages of radioactive material are not labelled or marked externally to warn of the hazard of their contents. They are not expected to survive accident conditions; safety is assured by the low limit on permitted contents, such that if they are severely damaged or destroyed in an accident the material is very unlikely to cause any significant harm to persons or the environment.

SUMMARY As can probably be seen from this note, the requirements for the carriage of dangerous goods by air are very comprehensive and complex. As can also be seen, incidents and accidents happen because of a failure to comply with all the applicable requirements; so a final quote from the Technical Instructions: "Dangerous goods are very unlikely to cause a problem when they are prepared and handled in compliance with the Technical Instructions."

Reproduced with kind permission of the Dangerous Goods Office

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APPENDIX B
MARKINGS AND LABELS ON A TYPICAL PACKAGE

FORMIC ACID UN 1779

CONSIGNEE: J SMITH PLC NEW FACTORY MELBOURNE VICTORIA AUSTRALIA SHIPPER: J SMITH PLC THE FACTORY NEW TOWN CO SHIRE ENGLAND

u n

4G/X30/S/01 GB/3456

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APPENDIX C1 SHIPPER'S DECLARATION FOR DANGEROUS GOODS (MANUALLY PRODUCED)

SHIPPERS DECLARAT ION FOR DANGEROUS GOODS Shipper Chemilab Ltd Valley Estate, City Road Yourtown, Countyshire Y10 7QP, England Air W aybill No. Page 1 of 1 010-1234 2222 Pages

Shipper's Reference Number (Optional)

Consignee

Research Enterprises P O Box 1400 Ottawa, Ontario Canada K8D 5R2

ICARUS AIRWAYS
WARNING Failure to comply in all respects with the applicable Dangerous Goods Regulations may be in breach of the applicable law, subject to legal penalties. This Declaration must not, in any circumstances, be completed and/or signed by a consolidator, a forwarder or an IATA cargo agent.

Two completed and signed copies of this Declaration must be handed to the operator TRANSPORT DETAILS This shipm ent is within the lim itations prescribed for (delete non applicable) PASSENGER XXXXXXXXX AND CARGO XXXXXXXXX AIRCRAFT XXXXXXXX CARGO AIRCRAFT ONLY Airport of Departure

STANSTED OTTAWA

Airport of Destination

Shipm ent type (delete non applicable) NON-RADIOACTIVE XXXXXXXXXXX RADIOACTIVE

NATURE AND QUANTITY OF DANGEROUS GOODS Dangerous Goods Identification Proper Shipping Nam e Class or Division 6.1 8 3 UN or ID No. UN 2713 UN 1779 UN 1717 Packing Group III II II 8 Subsidiary Risk Quantity and type of packing Packing inst. Authorization

Acridine Formic acid Acetyl chloride

2 Plastic jerricans x 50 kg 1 Fibreboard box x 20 L 1 Wooden box x 2 L

619 812 308

Additional Handling Information

I hereby declare that the contents of this consignm ent are fully and accurately described above by the proper shipping nam e, and are classified, packaged, marked and labelled/placarded, and are in all respects in proper condition for transport according to applicable international and national governmental regulations.

Nam e/Title of Signatory J Smith Place and Date Yourtown Signature (see warning above) Director 31 January 2002

JSm ith

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APPENDIX C2

SHIPPER'S DECLARATION FOR DANGEROUS GOODS (COMPUTER PRODUCED)

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SHIPPERS DECLARATION FOR DANGEROUS GOODS Shipper Chemilab Ltd Valley Estate, City Road Yourtown, Countyshire Y10 7QP England Research Enterprises P O Box 1400 Ottawa, Ontario Canada K8D 5R2 Air W aybill N o. 010-1234 2222 Page 1 of 1 Pages Shi pper's Referenc e Number (Optional)

Consignee

ICARUS AIRWAYS
WARNING Failure to comply in all respects with the applicable Dangerous Goods Reg ulatio ns may be in breac h of the applicable law, subject to lega l penalties. This Declaration m ust not, in any circ umstances, be com-pleted and/or s ig ned b y a consolidator, a forwarder or a n IATA cargo agent.

Two completed and signed copies of this Declaration must be handed to the operator TRANSPORT DETAILS This shipment is within the limitations prescribed for (delete non applicable) CARGO XXXXXXXX PASSENGER AIRCRAFT AND CARGO XXXXXXXX ONLY AIRCRAFT XXXXXXXX Airport of Destination Airport of Departure

STANSTED

OTTAWA

Shipment type (delete non applicable) NON-RADIOACTIVE XXXX RADIOA CTIVE XXX XXXXX

NATURE AND QUANTITY OF DANGEROUS GOODS Proper shipping name, Class or Division, UN Nu mber or Identification Number, Packing Group (if required), and all other required information. Acridine, 6.1, UN 2713, III 2 Plastic jerricans x 50 kg 619 Form ic acid, 8, UN 1779, 1 Fibreboard box x 20 L 812 II

Acetyl chloride, 3, UN 1717, II, 8 1 Wooden box x 2 L

Additional Handling Information

I hereby declare that the c ontents of this consignmen t are fully an d accurately described above by th e proper shipping n ame, and are classified, packaged, marked an d labelled/plac arded, and are in all respects in proper condition for transport according to applicable international and national governm ental regulations.

Name/Title of Signatory Director J Smith Place and Date Yourtown 31 January 2002 Si gnature (see warning above)

J Smith

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APPENDIX D1

NOTIFICATION TO CAPTAIN (NOTOC) (MANUALLY PRODUCED)

ICARUS AIRWAYS
DANGEROUS GOODS - NOTIFICATION TO CAPTAIN
STATION OF LOADING
STANSTED

FLIGHT NO.
IC 1001

AIRCRAFT REGN.
G-AAAA

DATE
2
nd

PREPARED BY: Signed: ...............

February 2002

A N Other

DANGEROUS GOODS
Station of unloading YOW YOW YOW Air waybill no.

*COMPATIBILITY GROUP (FOR EXPLOSIVES) MUST BE SHOWN IN CLASS COLUMN

No. of packages 2 1 1 UN no. Proper shipping name ACRIDINE FORMIC ACID ACETYL CHLORIDE Class or division * 6.1 8 3 8 Subsidiary risk Net quantity or TI & category of each package 50 kg 20 L 2L Packing group III II II IMP code RP B RC M RF L CAO (X) X X X Loading position M / Deck C4 M / Deck C4 M / Deck C4

010-1234 2222 010-1234 2222 010-1234 2222

UN 2713 UN 1779 UN 1717

THE ABOVE DANGEROUS GOODS ARE BEING CARRIED IN ACCORDANCE W ITH THE ATTACHED STATE EXEMPTION(S) (delete if not-applicable) I CONFIRM THAT THE ARTICLES LISTED ABOVE WERE LOADED AS SHOWN AND THERE WAS NO EVIDENCE OF ANY DAMAGED OR LEAKING PACKAGES. Signed:...........OK Done Status:..........LOADER CAPTAINS SIGNATURE:

I M Speaking
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APPENDIX D2
NOTIFICATION TO CAPTAIN (NOTOC) (COMPUTER PRODUCED)

SPECIAL LOAD

NOTIFICATION TO CAPTAIN

******************************************************************************************************************* *********************** FROM FLIGHT DATE A/C REG STN IC1001 02 FEB 2002 G-AAAA ******************************************************************************************************************* *********************** TO AWB CL/DV UN/ID SUB PCS QTY/TI RRR PCK IMP CAO POS COMP NR RSK CAT GRP CODE ULD/CODE 01. ACRIDINE YOW 010-1234 2222 6.1 UN 2713 2 50 KG III RPB X M DECK C4

02. FORMIC ACID YOW 010-1234 2222 8 UN 1779 1 20 L II RCM X M DECK C4

03. ACETYL CHLORIDE YOW 010-1234 2222 3 UN 1717 8 1 2L II RFL X M DECK C4

******************************************************************************************************************* *********************** THERE IS NO EVIDENCE THAT ANY DAMAGED OR LEAKING PACKAGES CONTAINING DANGEROUS GOODS HAVE O K Done BEEN LOADED ON THE AIRCRAFT ******************************************************************************************************************* *********************** LOADED AS SHOWN

O K Done I M Speaking

******************************************************************************************************************* *********************** CAPTAINS SIGNATURE ******************************************************************************************************************************************

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