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D. High. May cause death or permanent injury.
Cell 5: Toxicity to skin. Hazardous materials to human life by destruction of skin tissue or absorption through the skin into the system.
A. Not considered toxic.
B. Low. Judged harmful only after massive exposure.
C. Moderate. May cause illness or injury but not considered fatal except for unusual circumstances.
D. High. May cause death or permanent injury.
Cell 6: Toxicity to atmosphere. Combustion released products.
A. Not considered toxic.
B. Low. Judged harmful only after massive exposure.
C. Moderate. May cause illness or injury but not considered fatal except for unusual circumstances.
D. High. May cause death or permanent injury.
Cell 7: Danger rating from fire of a material.
A. No hazard.
B. Slight.
C. Moderate.
D. Readily detonates when exposed to fire or shock.
Cell 8: Substance or material.
S1. Flammable or oxidizing substances.
S2. Explosive substances.
M1. Moderately or highly toxic materials.
M2. Radioactive materials.
M3. Water-reactive materials.
M4. Cryogenic materials.
Cell 9: Evacuation distance in all directions. Monitor wind conditions. Be prepared to relocate. Check points should be established up wind.
Beware of smoke and/or vapor clouds.
E1. 500 feet/1,640.45 meters/200 paces
E2. 1,000 feet/3,280.9 meters/400 paces
E3. 1,500 feet/4,921.35 meters/600 paces
E4. 2,500 feet/8,202.25 meters/1,000 paces
E5. 5,000 feet/16,404.5 meters/2,000 paces
Note from the Editor:
HQ AFCESA/CEXF would like to thank Charles J. Baker and acknowledge his excellent effort in the HAZMAT arena. Permission was granted to use
information from his book The Firefighter’s Handbook of Hazardous Materials, 5th Ed, 1990.
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Table 3.5-8 Master List For European Aircraft Hazards (Sheet 1 of 4)
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Table 3.5-8 Master List For European Aircraft Hazards (Sheet 2 of 4)
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Table 3.5-8 Master List For European Aircraft Hazards (Sheet 3 of 4)
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Table 3.5-8 Master List For European Aircraft Hazards (Sheet 4 of 4)
NOTE:
Cargo cabin insulation blanket produces phosgene gas on burning.
*Ozone depleting.
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e. F-22A COMPOSITE MATERIALS BURN TEST
2004-2005. The following information is summarized test
results completed by AFRL/MLQ (Fire Research), Tyndall
AFB, FL, in coordination with AFRL/MLS-OL (Advanced
Composites Office), Hill AFB, UT.
(1) BOTTOM LINE.
As standard grades of aluminum typically found on
an F-15 aircraft approach the temperature melting point,
the aluminum deforms and begins to drip. Comparative
tests were performed and this behavior occurred at 89
and 86 seconds respectively, producing a hole in the
sample and allowing the flame to penetrate or burn
through.
The effects of fire on composite materials were much
more dramatic. Samples of the F-22A composite materials
burn through, accounting for the type of composite,
its thickness and location, had a range of 9 to 120 seconds.
This occurred with a JP-8 fuel fire within 6 feet of
a simulated aircraft. Therefore response to a fire on or
near an aircraft is much more critical than for metal
skinned aircraft.
The normal level of personal protection (proximity
clothing and SCBA) is adequate for these emergencies,
incidents, and encounters with advanced composite materials
under burning, off gasing, smoldering, and fiber
release conditions. These factors are explained here.
(2) SCOPE OF TESTS.
Three test phases were performed under controlled
laboratory conditions and scales. Authentic F-22A materials
in various sizes, thicknesses (1/8” to 3/8”) and selected
aircraft locations were used, including some with
Low Observable Coatings (LOCs). The tests were performed
to determine fire properties, burn through and transient
heat flux.
(3) RESULTS.
(a) Functionality of a composite material degrades
as the material looses mass or weight. If the maximum
temperature an aircraft has been exposed to in a
fire is known, (charts in the main report) can be used to
determine which components may have been damaged.
(b) A higher ash content is the principle observed
difference in results when composite materials have been
coated with LOC. The firefighter will be able to readily
identify this. Results indicate principal constituents of
the LOCs are inorganic in nature, and do not contribute
significantly to combustion load. Regardless of aircraft
sample, in all cases, when present, the LOC cracked
and flaked away becoming severely damaged. The
　
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