Air Freight ADR Class 1: Transporting Explosives by Air 

In addTransporting explosives by air is far more complex than arranging a standard cargo charter. Class 1 dangerous goods covers substances and articles whose risks can vary significantly depending on their sensitivity, potential effects and classification. International air transport is governed by the ICAO Technical Instructions and the IATA Dangerous Goods Regulations, with restrictions that may be further strengthened by individual states and airlines. 

One terminology point is worth clarifying: ADR applies to the international carriage of dangerous goods by road. For air transport, the main reference framework consists of Annex 18 to the Chicago Convention, the ICAO Technical Instructions and, in practical air freight operations, the IATA DGR. A multimodal shipment may therefore be subject to several regulatory frameworks in succession. 

In this context, ADR Class 1 air freight should be understood as the transport of goods falling within Class 1, potentially involving a road leg governed by ADR before or after the flight. Preparing the shipment, selecting the operator and obtaining the necessary authorisations are therefore key stages of the operation. 

What Does Class 1 Dangerous Goods Cover? 

Class 1 covers explosive substances and articles. This category includes products designed to produce an explosive or pyrotechnic effect, as well as certain products used in industry, mining, quarrying and defence activities. French regulations also distinguish between explosive substances, explosive articles and certain articles designed to produce a practical explosive or pyrotechnic effect. 

However, this classification does not mean that all Class 1 products present the same level of danger. On the contrary, their potential behaviour during transport determines a much more detailed classification. 

This distinction is particularly important in air freight. The IATA DGR establishes specific rules governing the classification, packaging, marking, labelling and documentation of dangerous goods. Transport restrictions may also result in certain shipments being prohibited or subject to specific conditions. 

Risk Divisions Within Class 1 

Class 1 is divided into six divisions, numbered from 1.1 to 1.6. They identify the principal type of hazard associated with the goods. 

The classification is supplemented by a compatibility group, identified by a letter. This helps determine, among other things, the conditions under which certain goods can be transported together. 

These compatibility groups should not be confused with the packing groups used for certain other classes of dangerous goods. For Class 1, the assessment is primarily based on the UN designation, division, compatibility group, packaging requirements and the restrictions applicable to air transport. Classifications are established according to standardised criteria and testing procedures. 

Most importantly, the classification applicable to air transport cannot be determined solely from a product’s commercial name. It must be established on the basis of its regulatory designation and the available technical data. 

Mining, Industrial and Defence Sectors 

The transport of Class 1 dangerous goods concerns several professional sectors. Civilian-use explosives are notably used in mining, quarrying and certain construction or infrastructure projects. French regulations also cover pyrotechnic articles and certain specialised products. 

Requirements may therefore concern:

• industrial operations requiring the urgent transportation of regulated products; 

• mining and extractive activities; 

• certain professional-use pyrotechnic equipment; 

• defence or security operations; 

• missions requiring transport to a remote or poorly served destination. 

In every case, the exact nature of the goods remains decisive. Explosives ADR cargo is therefore not a homogeneous category: every shipment must be assessed individually according to its classification and route. 

Specific Regulatory Requirements for Class 1 

The air transport of dangerous goods is based on a straightforward principle: goods authorised for one mode of transport are not necessarily authorised for another. 

ICAO requires states to incorporate international standards relating to the air transport of dangerous goods into their national regulations. The Technical Instructions, published as Doc 9284, then set out the requirements applicable to operators, shippers and authorities. The 2025–2026 edition is currently the reference for operations conducted until 31 December 2026, with updates published by ICAO. 

In addition, the IATA DGR complements this framework for commercial air cargo operations. It covers, among other areas, the responsibilities of shippers and operators, classification, restrictions, packing instructions and documentation. 

Packing Groups and Permitted Quantities 

The term “packing group” should be used with caution when discussing Class 1. Unlike several other dangerous goods classes, explosives are primarily characterised by their UN classification, division, compatibility group and the specific provisions applicable to them. 

Packaging must meet the regulatory requirements corresponding to the goods concerned. In air transport, packing instructions can be particularly restrictive, and certain Class 1 goods may be prohibited on aircraft or require specific approval. 

There is therefore no single maximum quantity that applies universally to all explosives. The permitted quantity depends in particular on:

• the UN number and proper shipping name; 

• the division and compatibility group; 

• the applicable packing instruction; 

• the aircraft type and proposed operation; 

• the selected operator; 

• any State variations; 

• any authorisations that may be required. 

The IATA DGR precisely regulates quantity limitations, packaging and transport conditions. 

In France, the DGAC also points out that certain Class 1 goods may be subject to specific authorisation regimes. It provides details on the conditions applicable to shipments covered by Packing Instruction 101 and the corresponding authorisations. 

The appropriate approach is therefore never to determine an “authorised” quantity based solely on the hazard class. A regulatory assessment of the product and its route is required before any booking is made. 

Prior Authorisations Depending on the Countries Involved 

An international dangerous goods shipment may pass through several jurisdictions within a matter of hours. Regulatory requirements therefore do not stop at the country of departure. 

ICAO provides a framework for identifying the national authorities responsible for the air transport of dangerous goods. States may also impose additional requirements or authorisations in certain circumstances. 

In France, for example, the DSAC has a specific procedure for authorisation requests concerning certain Class 1 dangerous goods that are prohibited from air transport without prior approval. 

The entire route must therefore be assessed: 

origin → potential road pre-carriage → departure airport → airspace and countries concerned → arrival airport → road post-carriage. 

This approach is particularly important when the flight includes a stopover or when an aircraft change is being considered. A solution that is technically feasible on a direct route can become considerably more complex when a stopover or a new carrier is introduced. 

For multimodal operations, the road leg remains subject to ADR when it falls within its scope. ADR 2025 establishes requirements relating in particular to the classification, packaging, marking, documentation, loading and handling of dangerous goods. 

How Avico Secures This Type of Charter 

For the transport of explosives by air, the challenge is not simply finding an available aircraft. It is ensuring that the entire logistics chain can legally and operationally handle the goods. 

Avico states that it supports urgent or atypical cargo operations by coordinating the various stakeholders, preparing the transport and implementing the measures required to reduce operational uncertainty. 

Our regulatory guide to dangerous goods 

Selecting an Operator Authorised for Class 1 

Selecting the air carrier is a decisive stage. Not every cargo operator is authorised to accept every category of dangerous goods, and aircraft availability does not necessarily mean that the aircraft can be used for a Class 1 shipment. 

A charter flight for explosive products should in particular involve checks covering:

• whether the operator accepts the goods; 

• the applicable authorisations and internal procedures; 

• the aircraft’s characteristics; 

• loading and handling capabilities; 

• the requirements of the airports involved; 

• restrictions imposed by the relevant states; 

• documentation compliance; 

• pre- and post-carriage conditions. 

Avico states that its teams coordinate cargo operations with customers and their freight forwarders and take into account the specific characteristics of each shipment. Its freight activity includes urgent, atypical and complex operations. 

For this type of mission, the role of the charter specialist is therefore primarily that of an operational and regulatory coordinator. The objective is to match the customer’s requirements with the actual capabilities of available operators, rather than simply searching for an aircraft. 

Our air freight service 

Coordination with Airport Security Authorities 

Security is the second essential component. Class 1 goods cannot be handled like conventional cargo when being transported to an aircraft. 

Coordination must take into account airport procedures, applicable security checks, cargo handover conditions, handling and the operational schedule. National authorities have inspection and monitoring procedures designed to verify compliance with air transport requirements for dangerous goods. 

In France, the DSAC plays a central role in the oversight and certification of civil aviation stakeholders in the fields of dangerous goods and aviation security. 

For ADR explosives cargo, this coordination therefore begins before the freight reaches the airport. Documents, classifications, authorisations and acceptance conditions must be checked sufficiently in advance to prevent technically compliant cargo from ultimately being rejected by an operator or authority. 

Conclusion 

ADR Class 1 air freight is governed by particularly stringent regulations, requiring a clear distinction between the different stages of transportation. ADR applies to the road segment when it falls within its scope, while air transport is governed primarily by the ICAO Technical Instructions and IATA DGR rules. 

When transporting explosives by air, the priority is therefore to verify the exact classification of the goods, their packaging and transport requirements, applicable restrictions, required authorisations and acceptance by the operator. The entire route must then be assessed, including any ground transportation legs, the airports involved and the requirements of the countries crossed. 

In this context, chartering an aircraft can provide a tailored solution when time, destination or capacity constraints make conventional cargo services unsuitable. For a sensitive operation, however, each stage should be secured in advance rather than relying on last-minute aircraft availability. 

Securing the transport of classified materials starts with accurately identifying the regulatory and operational requirements before selecting the appropriate aircraft and operator. 

Secure your classified-materials transport with our air freight service 

FAQ 

Can all cargo aircraft transport Class 1 materials? 

No. Not all cargo aircraft and operators are authorised to transport every type of Class 1 goods. Acceptance depends in particular on the classification of the goods, the applicable regulations, the operator, the aircraft and any authorisations that may be required. 

Is specific authorisation required depending on the countries involved? 

Yes, in certain circumstances. In addition to ICAO and IATA international requirements, some states may impose additional authorisations or conditions for the transport of dangerous goods, particularly for certain Class 1 goods.