Determination of Tricresyl Phosphate Air Contamination in Aircraft

Abstract

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.

Cabin air quality on non‐smoking commercial flights: A review of published data on airborne pollutants

“…The presence of a range of SVOCs in aircraft cabin and cockpit air has been recorded in several studies 69,80,85,89,[112][113][114][115][116][117] . The cabin air supply in most jet aircraft is obtained by extraction of heated and compressed bleed air from the jet engine cores, prior to mixing with filtered recycled cabin air.…”

Liberal Oxygen with Unreliable Unpredictable Flowrate Is the Root Cause of Unexplained Physiological Events in Combat aircraft

“…However, no studies to date have identified any significant contamination of life support systems. (Denola, 2011) While experts and leaders are debating the exact cause of UPEs, in the background some pilots are losing faith in their life supporting oxygen equipment. There are reports from pilots that they avoid using their masks at altitudes below 10,000 feet, and others avoid flying above 28,000 feet whenever possible.…”

“…(Abdo, 2012, Allerdet-Servent, 2019, Aubier, 1980, Barlow, 1944, Hanson, 1996, Jing, 2019, Lee, 2018, Merriman, 1955, Ogino, 2016, Robinson, 2000, Westlake, 1958, Yang, 2018 As mentioned earlier, much research has been devoted to identifying contaminants entering the pilot's breathing apparatus. (Denola, 2011) In high performance military aircraft, the pressure required to drive gases into the pilot's breathing mask is typically provided by the aircraft engine.…”

Sub-chronic dermal exposure to aircraft engine oils impacts the reproductive organ weights and alters hematological profiles of Sprague Dawley rats

“…In recent decades, concerns have arisen regarding aircraft crew members who have developed various symptoms consistent with exposure to organophosphates and toxic fumes ( Abou-Donia et al, 2014 ; Harrison and Mackenzie Ross, 2016 ; Liyasova et al, 2011 ). Concerns have also been raised regarding the possibility that the aircraft maintenance workers may be exposed to organophosphate esters that are in aircraft engine oils through inhalation and/or dermal contact ( Denola et al, 2011 ). Since the1960s, ingredients for aircraft lubricating oils have barely changed and their compositions include approximately 95% synthetic esters with roughly 1% phenyl-α-naphthalamines and 3% tricresyl phosphates (TCP) ( Winder and Balouet, 2002 ) .…”