Monitoring of tricresyl phosphate (TCP) contamination of cockpit air was undertaken in three types of military aircraft [fighter trainer (FT), fighter bomber (FB), and cargo transport (CT) aircraft]. The aircraft had a previous history of pilot complaints about cockpit air contamination suspected to originate from the engine bleed air supply through the entry of aircraft turbine engine oil (ATO) into the engine compressor. Air samples were collected in flight and on the ground during engine runs using sorbent tubes packed with Porapak Q and cellulose filters. A total of 78 air samples were analysed, from 46 different aircraft, and 48 samples were found to be below the limit of detection. Nine incidents of smoke/odour were identified during the study. The concentrations of toxic o-cresyl phosphate isomers were below the level of detection in all samples. The highest total TCP concentration was 51.3 μg m(-3), while most were generally found to be <5 μg m(-3) compared with the 8-h time-weighted average exposure limit of 100 μg m(-3) for tri-o-cresyl phosphate. The highest concentrations were found at high engine power. Although TCP contamination of cabin/cockpit air has been the subject of much concern in aviation, quantitative data are sparse.
Shipboard and laboratory trials were conducted to determine airborne occupational exposure to isocyanates by brush/roller application of 2-pack polyurethane paints. Airborne concentrations in the breathing zones of the operators were found to be <0.1 lg/m 3 during the paint application to a vessel deck, in a tropical climate, in the open air. Similarly, brush/roller application of the paints in an enclosed space generated airborne isocyanate concentrations <3 lg/m 3 . The dust generated during light sanding of the polyurethane paint, 24 h after curing, did not show detectable levels of isocyanates.
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