Slide 1: Welcome to this training in dangerous goods.

Today we will learn how to

handle dangerous goods. This training program and skills test complies with the
following regulations.
Slide 2: This course is designed for no carry operators. A no carry operator is an
operator who does not hold approval for the transport of dangerous goods. Beside from
the exceptions below, a no carry operator may not under any circumstances transport
any dangerous goods other than goods under exceptions. The exceptions are listed in
table 2.3. A provisions for dangerous goods carried by passengers or crew, and also
under exceptions in section one. Applicability in IATA, DGR, which will be discussed
later in this course. Certain dangerous goods carried by the operator are also allowed
on board an aircraft.
Slide 3: Why this course in dangerous goods to explain this. Let us start by listening to
the following conversation.
Slide 4: 592. Contact Miami Center on 132 45 Song. The 592 COVID-19 seven one
3245 a few days later returned to Miami for the 592 Roger. Turn left heading 270 to
center. Maintain 7001 divided by 93. What kind of problem are you having?

Smoke in the cabin.

Slide 5: What you just heard was a conversation between the pilots on the ValuJet 592
and air traffic control in Miami just before the plane crashed. The crash was caused by
undeclared chemical oxygen generators that caused a fire in the cargo compartment.
The aeroplane was ascending, having started from Miami. And in the accident, 110
people lost their lives.
Slide 6: Not all the accidents involving dangerous goods have the same tragic
outcome as this one, but that should not keep us from being on our guard. Here is
another incident.
Slide 7: A passenger was carrying a computer on board an aircraft while in flight. He
recharged the battery in the computer. Suddenly, smoke started to come out from the
computer. Thanks to the cabin crews. Quick action. The computer was removed and
taken care of and a fire was prevented. The smoke was due to an overheat in the
computer's lithium battery.
Slide 8: These two incidents actually occurred. This will help explain why authorities
require all personnel in the dangerous goods handling chain to undergo training in
which they are made aware of the dangers involved. Should dangerous goods be
handled incorrectly? This course is designed to provide participants with the knowledge
they need to prevent undeclared, dangerous goods from being placed on your
aeroplane.
Slide 9: Shippers responsibilities. The shipper of the dangerous goods must comply
fully with the regulations and ensure that the goods offered for transport are not
forbidden. Properly classify the goods, properly identify the goods properly, pack the
goods properly mark and label the goods properly. Document the goods. Check that the
goods are in proper condition for transport. Retain all dangerous goods documentation
for a minimum of three months. Give all involved staff relevant information and training.
Slide 10: No carry operator's responsibilities. Properly inspect baggage and cargo
before and after transport. Properly load baggage and goods in the aircraft. Provide
information about dangerous goods to employees, the commander and passengers.
Providing emergency response information. Reporting of accidents, incidents and other
occurrences. Give all relevant staff dangerous goods training commensurate with their
responsibilities.
Slide 11: Each country has its own provisions regulating the transportation of
dangerous goods. You are required to be acquainted with these rules and comply with
them. In many countries, contravention of such rules can incur a fine or penalty of up to
one year's imprisonment. This means that if a passenger or member of the crew or the
operator places something classified as dangerous goods on board a plane, it is in
breach of the law and may be penalized.
Slide 12: Easa ops contains provisions setting out procedures for airline companies
accepting dangerous goods for transportation by air. Easa ops conforms to the laws
and regulations produced by ICAO in the technical instructions for the safe transport of
dangerous goods by air, better known as ICAO. Iata, BGR are derived from the ICAO
and contain the same information written in a user friendlier way. Iata, BGR can also be
more restrictive than the EASA ops or ICAO tie, since almost all airline companies use
IATA, BGR. These will form the basis for this course of training.
Slide 13: To render the Icoty regulations more convenient and implementable. The
International Air Transport Association, IATA, has published a user friendly version
entitled IATA. Dangerous Goods Regulations based on ICOTY. The IATA, DG
reproduces the requirements of the ICOTY and may in some cases be more restrictive
than the Icoty. It also contains specific regulations for individual airline operators. Any
addenda to the latest edition of the IATA, BGR issued by IATA constitute part of the
regulations.
Slide 14: The historical background and relationship between the regulations are as
follows. In order to achieve compatibility with the regulations covering the transport of
dangerous goods by other modes of transport, the provisions of Annex 18 are based on
the recommendations of the United Nations Committee of Experts on the Transport of
Dgps and on the regulations for the safe transport of radioactive material by the
International Atomic Energy Agency, IAEA.
Slide 15: The basic provisions of Annex 18 are amplified by the technical instructions
for the safe transport of DG by air. Icao Doc 9284. By virtue of standard 2.2.one of
Annex 18, these instructions assume the character of the standards. New versions of
these instructions are issued every uneven year. Any addenda to the latest edition of
the ICAO Technical instructions issued by ICAO constitutes part of these instructions.
Slide 16: There will also be national legislation, for example, in Switzerland. Article 16.
Ordinance dated the 17th of August 2005 about air transport of SR 748.411 is the
Swiss legislation.
Slide 17: Dangerous goods are articles and substances that can pose a risk to health,
safety, property or the environment. To prevent dangerous goods from causing
damage, safety regulations must be in place defining how these goods should be
handled. In many countries, regulations governing dangerous goods can be found as
far back as 1875.
Slide 18: Modern developments began in the 1950s with the UN Economic
Commission for Europe E.s.e. recommendations regarding transportation of dangerous
goods. This is commonly known as the Orange Book. These UN recommendations
have been revised several times and today's laws regulating the different modes of
transport are derived from them.
Slide 19: Many incidents and accidents involving dangerous goods are attributed to
the human factor, possibly in combination with inadequate routines or safety
awareness.
Slide 20: Training is one of the most important factors in improving safety throughout
the transport chain. For this reason, everyone involved must be provided with training,
that is, shippers, forwarding agents, haulers, operators and representatives of all modes
of transport, for example, aviation, shipping, rail and road.
Slide 21: If these regulations, as prescribed by law are to be applied successfully, it is
essential that everyone in the handling chain is made aware of the hazards involved
when transporting dangerous goods by air and how to handle these hazards, according
to ICAO. All personnel, including pilots and flight attendants, shall be provided with job
specific training for their duties.
Slide 22: The training shall be provided when staff are hired and repeated every second
year. The course shall include a general orientation and training for staff with different
functions. It shall also provide knowledge about the hazards involved when transporting
dangerous goods and the measures to be taken in the event of an accident or incident.
Competent authority must approve training programmes for operator staff.
Slide 23: The airline is obligated to keep records of staff training for a minimum period
of 36 months from the most recent training completion month. These records shall be
made available upon request to the employee or appropriate national authority.
Slide 24: Companies should define their own safety policies and long term goals over
and above those required by law. Every incident involving dangerous goods will eat
into the company's goodwill. To have an ambitious safety policy is a question of
survival.
Slide 25: Why are dangerous goods manufactured at all? Large quantities of
dangerous goods are transported all over the country because they are beneficial to
society. Many of the materials we have in our homes are classified as dangerous
goods. Some examples are detergents wash up liquid lithium batteries, etcetera.
Slide 26: These IATA regulations constitute minimum requirements, which means that
individual states and airline operators may apply stricter rules.
Slide 27: It is very important that the operator provides information in their manual or in
some other way to their employees. For instance, flight and cabin crew, ground crew
handling agents. Et cetera. To assist them in carrying out their duties in connection
with dangerous goods.
Slide 28: The operator may have procedures that need to be made specific since they
can vary depending on the type size. Et cetera of the operation. The staff of the
operator must comply with the operator's own procedures in addition to the dangerous
goods regulations.