Start With the Battery and Configuration, Not the Section Name

“Section II battery” and “Section IB battery” are incomplete descriptions. A supplier may use those expressions as shorthand, but a shipper or freight forwarder cannot safely identify the air-shipping pathway from the shorthand alone.

The decision should start with these facts:

1. Battery chemistry. Is it lithium ion, including lithium polymer, or lithium metal, including lithium alloy?
2. Test status and condition. Does the battery type meet the applicable UN Manual of Tests and Criteria, Part III, subsection 38.3 requirements? Is it a normal, undamaged battery rather than damaged, defective, recalled, prototype or low-production material requiring another pathway?
3. Physical configuration. Are the batteries shipped alone, packed in the same package with equipment they power, or installed in that equipment?
4. Energy or lithium content. For lithium ion, verify the Watt-hour rating of each cell and battery. For lithium metal, verify the lithium content per cell and aggregate lithium content per battery.
5. Shipment quantity. Record the number of cells or batteries, battery net quantity, package count and the relationship between retail boxes, transport packages and any overpack.
6. Effective packing instruction. Map the confirmed chemistry and configuration to the current instruction, then test every condition of the proposed section.
7. Aircraft pathway. Separate passenger-aircraft limits from Cargo Aircraft Only limits and prohibitions.
8. Route and operator. Check the origin, transit points, destination, intended operator and handling facilities against current State and operator variations.

A valid UN 38.3 test summary is an important upstream record, but it does not select IA, IB, I or II by itself. Likewise, a low Watt-hour rating does not automatically produce Section II. Configuration determines which packing-instruction family is considered before the rating or lithium-content threshold separates the sections within that family.

Quick Map: Which Packing Instructions Use IA, IB, I or II?

The following matrix is an orientation tool based on the public 2026 IATA flowcharts. It is not a self-service classifier, a packing instruction or an acceptance decision.

The thresholds in the table help orient the reader, but they do not override special provisions, approvals, package limits, condition restrictions or other parts of the effective instruction. If one fact is missing or inconsistent, stop at the uncertainty instead of selecting the most convenient section.

Section IA: The Larger Standalone-Battery Branch

Section IA appears in the standalone-battery instructions:

• UN 3480 lithium-ion cells or batteries under PI 965; and
• UN 3090 lithium-metal cells or batteries under PI 968.

In the public 2026 flowcharts, Section IA is the branch for lithium-ion cells above 20 Wh or batteries above 100 Wh, and for lithium-metal cells above 1 g lithium or batteries above 2 g aggregate lithium. The flowcharts associate this branch with UN Specification packaging and the fully regulated dangerous-goods process. See the IATA 2026 classification flowcharts.

For a normal commercial shipment, the section decision is only the start. The shipper must still verify the applicable package quantity, package performance, separation and terminal protection, required marks and labels, Shipper’s Declaration for Dangerous Goods, state of charge where relevant and the operator’s acceptance criteria.

Standalone UN 3480 and UN 3090 are shown as forbidden on passenger aircraft in the public 2026 IATA guidance. Packages prepared under PI 965 or PI 968 Section IA therefore follow a Cargo Aircraft Only pathway unless a specific approval or exemption applies under the effective rules. “Cargo Aircraft Only” does not mean “automatically bookable.” The intended airline and every facility in the route must still be able and willing to handle the shipment.

Section IB: Smaller Standalone Batteries, Still a Regulated Branch

Section IB also belongs to the standalone-battery instructions PI 965 and PI 968. It is not the equipment-related Section II branch under a different name.

The public 2026 flowcharts use Section IB for:

• UN 3480 lithium-ion cells not exceeding 20 Wh and batteries not exceeding 100 Wh under PI 965; and
• UN 3090 lithium-metal cells not exceeding 1 g lithium and batteries not exceeding 2 g aggregate lithium under PI 968.

These energy and content limits do not make the cargo ordinary freight. IATA’s 2026 guidance states that all applicable DGR provisions apply to Section IB shipments and that dangerous-goods training under DGR subsection 1.5 is required. It also identifies the battery mark, Class 9 lithium battery hazard label and Cargo Aircraft Only label for Section IB packages, together with the other applicable package markings. A Shipper’s Declaration is required for the regulated standalone entry.

Section IB packages do not use the same UN Specification packaging requirement shown for Section IA, but they remain subject to detailed construction and performance conditions. The public guidance identifies 1.2 m drop capability and 3 m stack capability for the relevant Section IB standalone branches. Those requirements should be checked as package-system evidence, not treated as a casual warehouse test performed after packing.

Use the separate guides for the complete 1.2 m drop capability question and 3 m stack capability question. Package-level limits and counting rules belong in the lithium battery air-shipping quantity limits guide.

Section I: The Fully Regulated Equipment-Related Branch

The popular phrase “IA, IB and II” misses an essential branch: Section I.

Section I appears when higher-rated or higher-content batteries are legitimately packed with equipment or contained in equipment:

• UN 3481 under PI 966 or PI 967 for lithium-ion batteries; and
• UN 3091 under PI 969 or PI 970 for lithium-metal batteries.

In the public 2026 flowcharts, lithium-ion cells above 20 Wh or batteries above 100 Wh map to Section I for these equipment-related configurations. The same applies to lithium-metal cells above 1 g lithium or batteries above 2 g aggregate lithium.

The configuration must be real. “Packed with equipment” means batteries are packed with the equipment they are intended to power under the applicable instruction. “Contained in equipment” means the cells or batteries are installed in the equipment. Adding an unrelated charger, cable or device to a box does not convert standalone batteries into an equipment-related entry.

Section I is a fully regulated pathway. Package design, permitted quantities, hazard communication, documentation, personnel competence and aircraft limitations must all be reconciled with the exact instruction. For packed-with-equipment shipments, the number of batteries must also be consistent with the equipment relationship allowed by the instruction. For contained-in-equipment shipments, the equipment must protect the batteries from damage and prevent unintentional operation where required.

Section II: Conditional Relief, Not a Blanket Exemption

Section II appears in the lower-rating or lower-lithium-content branches of PI 966, PI 967, PI 969 and PI 970. The configuration still has to be correct before Section II can be considered.

For the article’s 2026 orientation:

• lithium-ion cells at or below 20 Wh and batteries at or below 100 Wh may enter the Section II decision under PI 966 or PI 967; and
• lithium-metal cells at or below 1 g lithium and batteries at or below 2 g aggregate lithium may enter the Section II decision under PI 969 or PI 970.

Eligibility for the decision is not the same as compliance with the section. The shipment must still meet all applicable conditions for battery test status and condition, terminal protection, short-circuit prevention, equipment relationship, quantity, package construction, movement control, device protection, marks, accompanying information and any overpack.

IATA’s public guidance says lithium batteries transported under Section II remain regulated dangerous goods even though they may receive relief from specified labelling, packing and documentation provisions. People preparing or offering Section II shipments are not subject to the formal DGR training provision cited for Section IB, but they must receive documented adequate instruction under the applicable rule. Section II therefore must never be translated as “no training,” “no rules” or “ordinary cargo.”

Some small consignments of batteries contained in equipment under PI 967 or PI 970 can qualify for a battery-mark exception. The conditions include both package-level cell or battery counts and a consignment-level package count. If the exception is not met, the battery mark and related air-waybill statement may be required. Do not apply the exception from a retail-box count: the transport package and the consignment are the relevant units.

Airlines may impose conditions that are more restrictive than the base provision. A forwarder’s prior handling of one Section II shipment also does not prove that a new battery model, package, route or operator will be accepted.

Section IB and Section II Are Not the Same

The practical distinction is not “strict cargo” versus “easy cargo.” It is a difference in classification branch, configuration and the set of provisions that must be satisfied.

The Section Does Not Replace the UN Number or Packing Instruction

Compare these two shipment descriptions:

Incomplete: “Section II lithium battery.”

Decision-useful: “Rechargeable lithium-ion battery, model AB-100, 72 Wh, verified against the manufacturer’s UN 38.3 test-summary reference, packed separately in the same transport package with one unit of the equipment it is intended to power; proposed as UN 3481, PI 966, Section II; two batteries in one package; origin and operator still to be confirmed.”

The second description does not prove compliance, but it gives a trained reviewer enough information to test the proposed branch. The first does not identify the chemistry, configuration, rating, instruction, condition, quantity or rule date.

Another unsafe shortcut is: “The battery is under 100 Wh, so it can fly.” The 100 Wh threshold matters for lithium-ion batteries, but it does not answer whether the item is a cell or battery, standalone or equipment-related. It also does not establish test status, state of charge, package performance, route suitability or airline acceptance.

Use the dedicated comparisons for UN 3480 versus UN 3481 and UN 3090 versus UN 3091. If the rating is uncertain, first calculate and verify Watt-hours or verify lithium content.

2026 State-of-Charge Rules Can Change the Result

State of charge (SoC) is a separate control and must not be assumed from the section name.

For standalone UN 3480 under PI 965, the public 2026 guidance states that lithium-ion cells and batteries must be offered at a state of charge not exceeding 30% of rated capacity. A higher-SoC pathway requires the specified State approvals.

From 1 January 2026, IATA guidance also identifies reduced-SoC provisions for lithium-ion batteries packed with equipment under PI 966:

• under Section I, the cells and batteries must be offered at no more than 30% SoC unless the relevant written State approvals apply; and
• under Section II, cells and batteries above 2.7 Wh must be offered at no more than 30% SoC. A higher SoC requires the approval-dependent Section I pathway described in the guidance.

For lithium-ion batteries contained in equipment under PI 967, the same public guidance strongly recommends a reduced state of charge as a transport-safety measure but distinguishes that recommendation from a mandatory baseline for those entries.

Because this control changed in 2026 and may change again, verify the complete effective text and applicable variations when preparing the shipment. See the full State-of-Charge rules for air shipping analysis rather than relying on an old supplier template.

Packaging and Capability Checks Follow the Selected Branch

Correct section selection does not repair an unsuitable package. Once the proposed branch is identified, review the physical preparation as a single package system.

Ask:

• Does the branch require UN Specification packaging, or does it permit another strong rigid outer packaging system under stated conditions?
• Are individual cells and batteries protected against short circuit and damage?
• Are exposed terminals isolated with an appropriate method?
• Are batteries separated from conductive materials and secured against movement?
• When batteries are packed with equipment, are the batteries and equipment arranged under the permitted packaging method?
• When batteries are contained in equipment, does the equipment provide equivalent protection and prevent inadvertent activation where required?
• Does the completed package meet any applicable drop or stack capability?
• Are all inner packages, cushioning, closures and outer components the ones covered by the preparation evidence?
• If an overpack is used, do the packages remain secured, identifiable and compliant as individual packages?

The IATA guidance emphasizes prevention of terminal contact, short circuit and movement within the package. Tape on a terminal or a strong outer box can be part of the solution, but neither is a universal answer. Review the complete lithium battery packaging requirements for the selected branch, then check the separate overpack requirements for air shipping if multiple prepared packages will form one handling unit.

Marks, Labels and Documents Must Tell the Same Story

The package, declaration, air waybill, booking record and technical evidence should describe the same battery and configuration. Mismatches often appear when one document is copied from an earlier shipment while the package or battery model has changed.

Do not copy a mark image or document phrase from a generic web page. The correct UN number, instruction, section and aircraft pathway must be confirmed first. Use the detailed guides for lithium battery marks and labels, Shipper’s Declaration requirements and the complete shipping documents checklist.

Passenger Aircraft and Cargo Aircraft Only Are Separate Columns

The public 2026 IATA flowcharts show standalone UN 3480 under PI 965 and standalone UN 3090 under PI 968 as forbidden on passenger aircraft. Their IA and IB branches therefore use the Cargo Aircraft Only column under the baseline rules.

Equipment-related UN 3481 and UN 3091 entries use different passenger-aircraft and CAO limits. Do not copy a CAO quantity into a passenger-aircraft booking or assume that a passenger-aircraft quantity proves space is available. The applicable limit is only one part of the plan.

A CAO label also does not prove that an itinerary is operationally possible. The booked flight must be a cargo-aircraft service, and the origin, transfer and destination facilities must be able to accept and handle the shipment. Operator variations can impose more restrictive conditions than the general table.

Mixed Batteries and Combined Equipment Need More Than One Label

Mixed contents can create more than one applicable instruction or communication requirement. Examples include:

• lithium-ion and lithium-metal batteries in the same package;
• batteries packed with equipment together with batteries already installed in equipment;
• a device and a power bank in the same package; and
• fully regulated batteries combined with contents proposed under Section II.

IATA guidance classifies power banks as batteries, not as batteries contained in equipment merely because a phone or cable is nearby. A power bank must therefore be evaluated as a standalone battery under the applicable UN 3480 or UN 3090 pathway.

Where different battery types or configurations are legitimately combined, all applicable parts of the relevant instructions must be reconciled. The marks and statements must identify the regulated contents accurately, and any fully regulated component can affect the documentation and labels for the package. If the interaction is unclear, escalate it to a trained dangerous-goods reviewer and the intended operator instead of selecting the least restrictive label.

A Practical Branch-Confirmation Workflow

Use this sequence before requesting space or finalizing the package:

1. Identify the battery model and chemistry

Obtain the manufacturer, exact model number, chemistry and product relationship. Do not accept a family brochure when several models have different ratings or cells.

2. Verify test status, rating and condition

Match the model to the available UN 38.3 test-summary identity. Confirm Watt-hours for lithium ion or lithium content for lithium metal. Record whether the battery is new, used, returned, damaged, defective, recalled, prototype or low-production.

3. Map the physical configuration

Photograph and describe what is actually inside the proposed transport package. Decide whether the batteries are alone, packed with the equipment they power or installed in that equipment. Do not infer the configuration from the commercial invoice description.

4. Identify the effective packing instruction

Use the chemistry, UN entry and physical configuration to identify PI 965, 966, 967, 968, 969 or 970 under the edition in force on the shipping date.

5. Test every condition of the proposed section

Apply the verified Wh or lithium-content threshold, then review all other section conditions. A threshold is an entry point, not the whole test.

6. Reconcile the package, quantity and records

Compare the battery count, battery net quantity, package count, state of charge, package construction, marks, labels, DGD or air-waybill statement and aircraft plan. Resolve differences before the cargo reaches the terminal.

7. Confirm the route and operator

Check current State and operator variations and obtain acceptance for the intended itinerary. Recheck if the carrier, transit point, battery model, package or quantity changes.

BAT Logistics can organize customer- or manufacturer-supplied information, flag visible identity or consistency gaps and coordinate a shipment-specific route enquiry. The responsible shipper, trained dangerous-goods personnel, relevant authorities and accepting operator retain their respective classification, preparation and acceptance responsibilities.

Common Section IA, IB, I and II Errors

Choosing the section from Watt-hours alone

Watt-hours separate some lithium-ion branches, but the physical configuration first determines whether the shipment is considered under PI 965, 966 or 967.

Calling standalone batteries “Section II”

In the public 2026 lithium-battery flowcharts, standalone UN 3480 and UN 3090 use IA or IB. Section II belongs to the relevant equipment-related instructions.

Treating Section IB as informal small-battery cargo

Section IB remains a regulated dangerous-goods branch with formal training, a Shipper’s Declaration and specified marks and labels.

Omitting Section I from equipment shipments

Higher-rated or higher-content batteries packed with or contained in equipment are evaluated under Section I of the applicable instruction, not Section IA.

Assuming Section II means no training or instruction

People preparing Section II shipments need documented adequate instruction, even though the formal training provision cited for Section IB does not apply in the same way.

Using a charger or cable to claim “packed with equipment”

The equipment relationship must meet the applicable instruction. An accessory does not automatically turn a battery shipment into UN 3481 or UN 3091 packed with equipment.

Copying a quantity from the wrong aircraft column

Passenger-aircraft and Cargo Aircraft Only limits are separate. The correct column still does not prove airline acceptance.

Confusing a retail box with the transport package

Marks, package limits and some exceptions apply to the completed transport package or consignment, not necessarily each retail carton.

Ignoring the 2026 State-of-Charge conditions

Old templates may not reflect the 2026 changes for lithium-ion batteries packed with equipment under PI 966.

Treating the section name as airline approval

Classification and preparation are prerequisites. The operator may still reject the cargo or impose stricter conditions.

Pre-Enquiry Section Review Checklist

Prepare this information before asking a forwarder or carrier to confirm the pathway:

• Exact battery manufacturer, model and chemistry
• UN 38.3 test-summary identity and model match
• Watt-hour rating or lithium content for the cell and battery
• Standalone, packed-with or contained-in-equipment configuration
• Battery condition and any prototype, return, damage or recall status
• Proposed UN entry, packing instruction and section, with source and rule date
• Cell or battery count, net battery quantity and package count
• Package construction and applicable performance evidence
• Package and label photographs
• Proposed DGD, air-waybill statement and other shipment records
• State of charge where applicable
• Passenger-aircraft or Cargo Aircraft Only plan
• Pickup point, transit route, destination and intended operator
• Any unresolved approval, variation or acceptance question