Q1: Can I ship a power bank by air?
Yes, but with conditions. ≤100Wh power banks can go PAX (passenger aircraft) under PI 966 or PI 967. >100Wh power banks must go CAO (cargo aircraft only) under PI 965. SoC 30% is mandatory for both in 2026. Most consumer power banks (10,000-20,000mAh at 3.7V = 37-74Wh) are PAX-eligible.
Q2: What’s the 100Wh rule and why does it exist?
The 100Wh threshold comes from ICAO’s Technical Instructions. It’s based on the thermal energy released during a lithium battery fire: a 100Wh cell releases about 300kJ of energy if it goes into thermal runaway, which is roughly the maximum heat the cargo hold fire suppression system can handle. Cells above 100Wh exceed this threshold and require the additional safety of CAO-only operation.
Q3: Do I need cargo insurance for air battery shipments?
Strongly recommended for any shipment over USD 5,000 in value. All-risk air cargo insurance runs 0.3-0.5% of cargo value, similar to sea. For a USD 50,000 battery shipment, that’s USD 150-250. We can arrange PICC coverage at competitive rates.
Q4: Can I ship batteries with DHL / FedEx / UPS?
Yes, for some UN numbers and some routes. DHL Express has a specific service (DHL IPG) for dangerous goods including lithium batteries. Single-piece limit is 35kg, must be CAO for >100Wh, and price is typically 30-50% higher than regular air freight. Transit is 3-5 days door-to-door. FedEx and UPS have similar services but with more restrictive country lists.
Q5: How long does operator pre-approval take?
48-72 hours for most carriers (Cathay, China Airlines, PAL Cargo). 72-96 hours for first-time shippers or new battery models. Plan your documentation submission at least 5 working days before your desired flight to give yourself margin for any back-and-forth.
Q6: What if my battery is 95Wh — can I still ship it PAX?
Yes, 95Wh is under the 100Wh threshold. PAX-eligible, simpler documentation. But still subject to SoC 30% in 2026, and the DGD is still required. The 100Wh threshold is the dividing line; below it is one regulatory tier, above it is a stricter one.
Q7: Can I ship damaged or recalled batteries by air
Almost never. Air carriers reject damaged, defective, or recalled (DDR) batteries as a matter of policy. The exception is a very small, well-documented recall shipment with airline-specific pre-approval, which usually takes 2-3 weeks and costs 5-10x normal. For damaged batteries, sea freight under PI 910 is the realistic option (and we cover that in detail in our P910 spoke guide).
Q8: How do I get the SoC 30% verified?
Three options. (1) Physical discharge at a certified lab (most accurate, 2-3 days). (2) Pre-discharge at the factory plus a SoC certificate from the factory (cheaper, but some carriers don’t accept factory certificates). (3) Hire a freight forwarder with in-house SoC verification (fastest for urgent shipments). For most shippers, option 1 with a partner lab is the most reliable.
Q9: What’s the difference between a Section I and Section II shipment?
Section II is a lighter regulatory tier for small batteries (≤100Wh per cell, ≤2.5kg per package, ≤8 cells per package for PI 965). Section I is the full DG treatment required for anything larger. Section II still requires UN 4G packaging, a battery handling label, and some documentation, but the DGD can be simplified and certain markings are different. Most new shippers default to Section I documentation even when Section II applies — it’s a waste of effort, but it doesn’t cause rejections.
Q10: How quickly can you ship my batteries if I need them there urgently?
Fastest realistic door-to-door: 2-3 days. We need: UN38.3 report, MSDS, DGD, SoC certificate, and operator pre-approval. If your documents are ready, we can have a CAO booking with same-day or next-day flight, with SoC verification done at our partner lab in 24 hours. The constraint is rarely the flight schedule; it’s the SoC verification and operator approval timeline.