The same battery-powered product can fall into a different air-cargo classification depending on whether the battery is installed in the equipment, packed separately alongside it, or shipped by itself. IATA’s 2026 battery guidance distinguishes battery chemistry, capacity and shipping configuration. Putting one battery sticker on every box is not a safe substitute for classification.

Scope and limits: This is a pre-shipment screening guide for exported air cargo, checked October 16, 2026. ICAO’s Technical Instructions page says its 2025–2026 Doc 9284 edition is applicable through the end of 2026; we also checked the 2026 English documents on its public addenda/corrigenda list. IATA’s 2026 battery guidance identifies the 67th edition (2026) of the IATA Dangerous Goods Regulations. IATA expressly says its free guidance alone should not be relied on for regulatory compliance. Before tendering a consignment, have a qualified dangerous-goods contact check the current complete packing instruction, amendments, State and operator variations, route and carrier acceptance. Passenger baggage rules are outside this article.

1. Obtain the chemistry and cell/battery ratings

For lithium-ion, including lithium-polymer, identify the rated watt-hours (Wh) for each cell and battery. For lithium metal, obtain lithium content in grams per cell and aggregate content per battery from the manufacturer. Wh is rated ampere-hours multiplied by nominal voltage. IATA’s 2026 flowcharts, pp. 10–11 use 20 Wh per ion cell and 100 Wh per ion battery, and 1 g per metal cell and 2 g per metal battery, as screening boundaries. Falling below a boundary is not, by itself, permission to ship. Model, cell arrangement, quantity, condition and applicable PI section still matter.

A power bank designed primarily to charge another device is classified as a battery, not automatically as a battery contained in equipment (IATA definition, p. 5).

2. Map standalone, packed-with and contained-in configurations

ChemistryBattery by itselfBattery packed separately with the equipment it powersBattery installed in equipment
Lithium-ionUN 3480 / PI 965UN 3481 / PI 966UN 3481 / PI 967
Lithium metalUN 3090 / PI 968UN 3091 / PI 969UN 3091 / PI 970

This is a starting map of UN numbers and packing instructions from IATA’s classification and flowcharts, pp. 8 and 10–11, not the complete instruction. Sections IA, IB, I and II, quantity, aircraft type, packaging performance and documentation cannot be read off this table alone. In the ordinary cargo regime, standalone UN 3480 and UN 3090 batteries are forbidden as cargo on passenger aircraft; this does not mean that no exceptional State-approval pathways exist (IATA, p. 16).

AI-assisted conceptual image: empty cartons in different sizes; not evidence of battery-packing compliance or shipment approval

3. Do not apply a blanket 30% SoC rule to all three configurations

  • Standalone lithium-ion, PI 965: State of charge (SoC) must normally be no more than 30% of rated capacity. Above 30% requires approval from both the State of Origin and the State of the Operator under the applicable conditions; carrier acceptance must be checked separately. This is not a shipper’s informal waiver (IATA, p. 4).
  • Lithium-ion packed with equipment, PI 966: From January 1, 2026, Section I requires no more than 30%. For Section II, that limit applies to cells and batteries exceeding 2.7 Wh. Exceeding 30% for those Section II items is not a simple exemption: IATA describes shipment under Section I with written approvals from the State of Origin and the State of the Operator (IATA, pp. 13–14).
  • Lithium-ion contained in equipment, PI 967: IATA recommends no more than 30% SoC or no more than 25% indicated battery capacity; the guidance does not call this a generally mandatory SoC ceiling for PI 967 (IATA, p. 14). A 25% display reading is not identical to a measured 30% SoC.

Do not copy the lithium-ion percentage rule wholesale to lithium-metal batteries. Check any additional service-specific restriction. Damaged, defective, recalled, prototype, waste or recycling batteries cannot be cleared with this general checklist.

4. Match the UN38.3 record, physical package and markings

Ask the manufacturer or supplier for the model-linked UN Manual of Tests and Criteria §38.3 test summary. Compare product and manufacturer identifiers, laboratory, report number/date, Wh or lithium content and test results with the actual article (IATA guidance, pp. 8–9 and FAQ pp. 20–21). Manufacturers and subsequent distributors must make an applicable summary available on request. There are exceptions, including button cells installed in equipment. This is not an across-the-board requirement to enclose a paper copy or QR code with each parcel; a URL or QR code may serve as an access method.

For physical protection, consider non-conductive separation or terminal insulation against short circuits, cushioning against shifting or damage, and prevention of inadvertent activation for installed batteries (IATA packaging FAQ, pp. 23, 25). These general precautions do not certify a box against a particular PI’s strength, performance or quantity provisions.

Do not confuse the battery mark, Class 9 lithium-battery hazard label and Cargo Aircraft Only label. IATA’s marking FAQ, pp. 26–29 says that Section IB of PI 965 and 968 needs the battery mark as well as the Class 9 and cargo-aircraft-only labels. It also identifies other sections for which the battery mark must not be affixed. Do not generalize any exception. Do not print all three on every box solely from the UN number; confirm the specific PI section, air waybill, declaration and operator requirements.

Pre-handoff question to send: “Here are our battery model, chemistry, cell/battery Wh or lithium content, quantity, installed/packed-separately status, UN38.3 test summary, SoC and package specification. Please confirm in writing the PI and section, marks, documents, approvals and acceptance for this origin–transit–destination route and flight.” DHL Express’s 2026 battery guidance (PDF) also separates handling conditions by PI and section. Do not finalize a packaging specification or release cargo on this article alone.

AI-assisted conceptual image: empty carton, cushioning insert and corrugated sheet; not evidence of battery-packing compliance or shipment approval

About the Author

PackingMaster is the PaperPackLog editor, covering paper packaging markets, products, and technical questions.

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