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2.16 The Committee was told that the cabin air of the BAe 146 is changed in under four minutes, 16 times an hour.16 This air is approximately 60 per cent fresh and 40 per cent recycled.
2.17 Currently the only way of bringing air into a jet aircraft during flight is to bleed air off the engines.17 British Aerospace explained:
… the engine is the only source of high pressure, high temperature air on this or any other jet aircraft in the world today. It is the source used by every aircraft manufacturer today. The fact that air is removed before the air comes around and into the combustion process means that there are absolutely no combustion products in the air. …
This air from the engine is fed to the rear of the aircraft. It is then conditioned in air conditioning packs to reduce the pressure, reduce the temperature and it is then fed into the cabin. …
The cockpit has a similar arrangement: the air comes in through the pipes, is fed into the cockpit and the only difference is that the amount of air supplied is twice that per passenger.
So we feed twice the amount of air - ten cubic feet per minute - to the pilots. We feed five cubic feet per minute to the passengers. Those are the regulatory requirements. All of the air comes from exactly the same place -the engine compressor.18
2.18 The Committee also notes advice that there are no combustion products in air circulated in the cabin, as air is bled from the engines before the combustion process takes place. However, as British Aerospace acknowledged:
14  Submission 14B, AFAP, p 3; see also Submission 6, Associate Professor Chris Winder, p 4. 
15  Submission 11, British Aerospace, p 2 
16  Ansett Australia, Evidence, 2 November 1999, p 67 
17  Ansett Australia, Evidence, 2 November 1999, p. 65 
18  British Aerospace, Evidence, 2 November 1999, p 75 

… reports of cabin air odours have been received from time and time and have predominantly been determined to be due to minor systems failures such as leaks from oil seals on aircraft engines on APU.19
2.19 Dr Chris van Netten, Associate Professor, Faculty of Medicine, University of British Columbia in Canada drew the Committee’s attention to another aspect of the BAe 146 design during his evidence to the inquiry:
… the flight attendants and the passengers are serviced by air coming from engines 3 and 4, whereas the pilots are serviced from engines 1 and 2, …
The pilots get air from engines 1 and 2 under normal conditions … as soon as you get an oil seal leak in engine 1 or 2 then the pilots get higher exposure than anybody else because they get more fresh air.20
2.20 The possibility of developing alternatives to the existing system of bringing bleed air into the cabin from the jet engines was raised several times during this inquiry. In response to such a suggestion Mr Ivor Williams, Chief Systems Engineer with British Aerospace, commented:
　
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