In some cases the mixing of incompatible classes of dangerous goods can cause violent chemical reactions. To avoid these violent reactions different classes of dangerous goods must be segregated by certain distances outlined in the dangerous goods segregation chart.

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On 3 September 2010, a UPS Boeing 747-400 freighter flight crew became aware of a main deck cargo fire 22 minutes after take off from Dubai. An emergency was declared and an air turn back commenced but a rapid build up of smoke on the flight deck made it increasingly difficult to see on the flight deck and to control the aircraft. An unsuccessful attempt to land at Dubai was followed by complete loss of flight control authority due to fire damage and terrain impact followed. The fire was attributed to auto-ignition of undeclared Dangerous Goods originally loaded in Hong Kong.

The aircraft commander must be informed before departure what dangerous goods are on board and where they are located since, in the event of an emergency on board (which may not necessarily involve dangerous goods), the aircraft commander is required, situation permitting, to inform the appropriate ATC Unit of dangerous goods on the aircraft to assist the emergency services in their response. The aircraft commander may exercise discretion on communication of dangerous goods information, since he/she must judge the risks involved in diverting the attention of a member of the flight crew from the primary task of keeping control of the aircraft during emergency situations.

Most organisations in the manufacturing, agriculture, mining, food & beverage, transport and vehicle maintenance and service industries would use combustible liquids on a day to day basis. Combustible liquids have many uses. Some combustible liquids such as diesel are used to fuel combustion engines and other combustible liquids such as oils and greases are used as lubricants.

The Australian Standards that outlines the requirements for the storage and handling of combustible liquids is AS1940-2017 - The storage and handling of flammable and combustible liquids. This standard outlines the requirements for the design, construction and operation of facilities used for the storage of combustible liquids. Adhering to the requirements of AS1940 is accepted as a compliant solution for meeting the legislative requirements for the storage and handling of combustible liquids. The storage requirements for combustible liquids are very similar to the storage requirements for flammable liquids and the requirements for each are outlined in the same Australian Dangerous Goods Standard.

The Australian Standards are not law, however if they are mentioned in a dangerous goods Act or Regulation, non-adherence to the Australian Standards could lead to prosecution. Therefore it is very important to store combustible liquids in full conformance to AS1940 to reduce the risk of financial liability due to non-compliance.

Joining the team as a Dangerous Goods Storage Consultant, Melissa Hampton became Storemasta's Marketing Manager in late 2021. With extensive knowledge and experience in chemical compliance, Melissa is responsible for leading the Marketing team and helping shape their marketing strategy. In her spare time, you can find Melissa hiking, swimming and enjoying the great outdoors in beautiful north-west Tasmania.

B739, Paris CDG France, 2019On 27 October 2019, an under-floor hold fire warning was annunciated in the flight deck of a Boeing 737-900 which had been pushed back at Paris CDG and was about to begin taxiing. Since there were no signs of fire in the passenger cabin or during an emergency services external inspection, a non-emergency disembarkation of all occupants was made. The hold concerned was then opened and fire damage sourced to the overheated lithium battery in a passenger wheelchair was discovered. The Investigation identified a number of weaknesses in both the applicable loading procedures and compliance with the ones in place. B744, en-route, East China Sea, 2011On 28 July 2011, 50 minutes after take off from Incheon, the crew of an Asiana Boeing 747-400F declared an emergency advising a main deck fire and an intention to divert to Jeju. The effects of the rapidly escalating fire eventually made it impossible to retain control and the aircraft crashed into the sea. The Investigation concluded that the origin of the fire was two adjacent pallets towards the rear of the main deck which contained Dangerous Goods shipments including Lithium ion batteries and flammable substances and that the aircraft had broken apart in mid-air following the loss of control. A333, Manila Philippines, 2013On 7 October 2013 a fire was discovered in the rear hold of an Airbus A330 shortly after it had arrived at its parking stand after an international passenger flight. The fire was eventually extinguished but only after substantial fire damage had been caused to the hold. The subsequent Investigation found that the actions of the flight crew, ground crew and airport fire service following the discovery of the fire had all been unsatisfactory. It also established that the source of the fire had been inadequately packed dangerous goods in passengers checked baggage on the just-completed flight. B738, Dubai UAE, 2013On 6 December 2013, a Boeing 737-800 passenger aircraft was flown from Amman to Dubai out of revenue service with a quantity of 'live' boxed chemical oxygen generators on board as cargo without the awareness of the aircraft commander. The subsequent Investigation found that this was possible because of a wholesale failure of the aircraft operator to effectively oversee operational risk implicit in sub contracting heavy maintenance. As a result of the investigation, a previously unreported flight by the same operator in revenue service which had also carried live oxygen generators was disclosed. B744, vicinity Dubai UAE, 2010On 3 September 2010, a UPS Boeing 747-400 freighter flight crew became aware of a main deck cargo fire 22 minutes after take off from Dubai. An emergency was declared and an air turn back commenced but a rapid build up of smoke on the flight deck made it increasingly difficult to see on the flight deck and to control the aircraft. An unsuccessful attempt to land at Dubai was followed by complete loss of flight control authority due to fire damage and terrain impact followed. The fire was attributed to auto-ignition of undeclared Dangerous Goods originally loaded in Hong Kong. ...further results

The Technical Instructions require that all dangerous goods be packaged appropriately and usually restrict the quantity per package according to the degree of hazard and the type of aircraft (i.e., passenger or cargo) on which the items are being loaded. In the majority of cases, there is no limit on the number of packages per aircraft. The Instructions also specify the packing methods to be used and the packaging permitted, together with the specifications for that packaging including the stringent testing regime which this packaging must complete before it can be used. In addition, there are precise requirements for the marking and labeling of Dangerous Goods packages and in respect of the documentation which must be prepared whenever such packages are consigned by air.

The Technical Instructions contain a comprehensive set of requirements, which is based upon a classification of dangerous goods and includes a list of all those defined. This list identifies those goods which are:

To warn workers and visitors of the potential risks associated with combustible liquids, stores and cabinets used to store these liquids must display clear dangerous goods signage. This will include a combustible liquids label.

To store combustible liquids in a way that reduces risk to people, property and environment, it’s very important to store them in a facility that meets the requirements of AS1940. A facility that meets the requirements of AS1940 must meet specific requirements in regards to:

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Contracting States are required under Annex 18 to have inspection and enforcement procedures in place which will ensure that all Dangerous Goods are only carried in full compliance with the stated requirements. By requiring that appropriate national legislation must be in force, this system ensures governmental control over the carriage of dangerous goods by air and provides for a world-wide harmonisation of safety standards.

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There is a requirement that every package of dangerous goods should be inspected externally by the Aircraft Operator or their contracted agent before carriage to ensure it is in a fit state and appears to comply with all the relevant requirements. Packages are subject to loading restrictions, including the segregation of those containing incompatible dangerous goods and securing so as to prevent movement in flight.

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The Technical Instructions contain training requirements which apply to everyone involved in consigning, handling and carrying dangerous goods, cargo and passenger baggage. These include the need for refresher training at two-year intervals and the keeping of training records. There are specific responsibilities for shippers and operators. Shippers must ensure staff preparing consignments of dangerous goods receive training or that another organization with trained staff is used. Operators must ensure their own staff and those of their handling agents are trained. Training programmes for operators are subject to approval by the State of the operator.

Dangerous goods must be carried only when subject to specific restrictions on their packaging, quantity carried, stowage location, proximity to other items, or category of flight. ICAO Annex 18 to the Chicago Convention, The Safe Transport of Dangerous Goods by Air, deals with all aspects of the subject. In general, it sets down the broad principles which determine whether items are acceptable for carriage by air. One of the applicable Standards requires that Dangerous Goods are carried only in accordance with ICAO Doc 9284, ‘Technical Instructions for the Safe Transport of Dangerous Goods by Air’ which is generally referred to as the "Technical Instructions". The Technical Instructions amplify the basic provisions of Annex 18 and contain all the detailed instructions necessary for the safe international transport of dangerous goods by air.

On 27 October 2019, an under-floor hold fire warning was annunciated in the flight deck of a Boeing 737-900 which had been pushed back at Paris CDG and was about to begin taxiing. Since there were no signs of fire in the passenger cabin or during an emergency services external inspection, a non-emergency disembarkation of all occupants was made. The hold concerned was then opened and fire damage sourced to the overheated lithium battery in a passenger wheelchair was discovered. The Investigation identified a number of weaknesses in both the applicable loading procedures and compliance with the ones in place.

AS1940 outlines different requirements for indoor storage and outdoor storage. Combustible liquids can be safely stored indoors by using a compliant safety cabinet. Compliant outdoor storage can be achieved with a chemical storage container that meets the strict specifications outlined in section 4 of AS1940.

The history of drones goes back to the early 1800s (impressive, right?). The earliest record of the unmanned aerial vehicle is traced to 1839 in Austria.

As outlined above, combustible liquids are used by many organisations covering a wide range of industries. This is because combustible liquids come in many different forms and have a number of uses. They can be used as fuels, lubricants and cleaning agents. Some examples of combustible liquids include:

On 28 July 2011, 50 minutes after take off from Incheon, the crew of an Asiana Boeing 747-400F declared an emergency advising a main deck fire and an intention to divert to Jeju. The effects of the rapidly escalating fire eventually made it impossible to retain control and the aircraft crashed into the sea. The Investigation concluded that the origin of the fire was two adjacent pallets towards the rear of the main deck which contained Dangerous Goods shipments including Lithium ion batteries and flammable substances and that the aircraft had broken apart in mid-air following the loss of control.

As combustible liquids will burn, it is very important to store them in a manner that reduces the risk of them coming into contact with an ignition source. It is also important to segregate them from other incompatible classes of dangerous goods. To avoid financial liability due to non-compliance, combustible liquids must be stored in full conformance to AS1940.  For more information on how to reduce the risk of flammable and combustible liquids, download our FREE eBook by clicking on the image below.

When combustible liquids are subject to higher temperatures, they will give off vapours that can ignite in the presence of an ignition source. To reduce the risk of ignition, it’s important to ensure that all stores used for the storage of combustible liquids have a ventilation system that keeps the concentration of vapours at a safe limit.

On 6 December 2013, a Boeing 737-800 passenger aircraft was flown from Amman to Dubai out of revenue service with a quantity of 'live' boxed chemical oxygen generators on board as cargo without the awareness of the aircraft commander. The subsequent Investigation found that this was possible because of a wholesale failure of the aircraft operator to effectively oversee operational risk implicit in sub contracting heavy maintenance. As a result of the investigation, a previously unreported flight by the same operator in revenue service which had also carried live oxygen generators was disclosed.

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On 7 October 2013 a fire was discovered in the rear hold of an Airbus A330 shortly after it had arrived at its parking stand after an international passenger flight. The fire was eventually extinguished but only after substantial fire damage had been caused to the hold. The subsequent Investigation found that the actions of the flight crew, ground crew and airport fire service following the discovery of the fire had all been unsatisfactory. It also established that the source of the fire had been inadequately packed dangerous goods in passengers checked baggage on the just-completed flight.

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Articles or substances which are capable of posing a risk to health, safety, property or the environment and which are shown in the list of dangerous goods in the Technical Instructions (Doc 9284) or which are classified according to those Instructions.

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Combustible liquids have similar properties to flammable liquids. The difference lies in their flash point range. Combustible liquids have a higher flash point than flammable liquids and therefore they are less volatile. Flammable liquids and combustible liquids are both liquids that can burn.

There are a number of other classes of dangerous goods that could increase the risk to people, property and the environment when mixed with combustible liquids. Some of these classes include:

At higher temperatures, combustible liquids will give of vapours that can ignite in the presence of an ignition source. To prevent the risk of fires, combustible liquids must always be segregated from ignition sources by at least 3 meters. Certain quantities of flammable liquids must also be separated from public places by certain distances. These distances are outlined in AS1940.

Since Aircraft Operators are also aware of what dangerous goods have been loaded on their aircraft, in the event of an aircraft accident, the Technical Instructions require that they must, as soon as possible, inform the State in which the accident occurred of what was on board and where it was located. It is accepted that it is possible, that in some circumstances, this information may not be instantly available. Operators are also required to report to the relevant authority all accidents and incidents involving dangerous goods, and States in turn are required to have procedures in place to investigate such occurrences.

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Combustible liquids can cause a lot of damage to the environment. When spilled they also increase the risk of slip and fall injuries. To ensure that the people and environment of your organisation are protected from combustible liquid spills, all cabinets and containers used for the storage of combustible liquids must have a spill containment sump. The capacity of the spill containment sump must meet the requirements outlined in AS1940.