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2.29 The ATSB’s only substantial investigation of fumes leaking into the cabin of a BAe 146 arose from an incident where the pilot of a National Jet Systems freight plane became incapacitated after being exposed to fumes in the cockpit while descending into Melbourne Airport in 1997. The ATSB which was then the Bureau of Air Safety (BASI) conducted an extensive inquiry of events of a similar nature and reported that the incidents were “far from rare”.29
2.30
26  Submission 14B, AFAP, p 5 
27  Ansett Australia, Evidence, 2 November 1999, p 52 
28  ATBS, Evidence, 1 November 1999, p 25 
29  Bureau of Air Safety Investigation, Occurrence Brief 199702276, p 5 

2.31 The BASI report also drew specific attention to the potential for further BAe 146 flight crew incapacitation due to the effects of fumes and found that the issue constituted a safety deficiency.30 This BASI occurrence report is considered in more detail later in the report.
2.32 The Committee also received evidence concerning crew reluctance to report fumes incidents. The reported reasons for this reluctance ranged from a fear for future employment, fear for the continued operation of the aircraft and an apparent lack of awareness as to the source of the problem and possible impact on health.31
2.33 The ATSB supplied the inquiry with a summary of reports of fumes and smells on aircraft between 1991 and October 1999, which also shows the type of aircraft involved in the reports. (This summary is shown in Appendix 3.)
2.34 The Flight Attendants’ Association of Australia, listed a detailed record of reported fumes experienced on board BAe 146 aircraft between 5 August 1992 and 27 August 1999 in its submission to the inquiry. The FAAA also highlighted the effect of the occurrences on air crew. Some of these fume occurrences have had an immediate impact on the health of some air crew. (A listing of the reports is set out in Appendix 4.)32
2.35 The Committee received evidence from one medical professional, Dr Mark Donohoe, that he was “… unaware of any new health problems or new patients since December 1998”.
2.36 Mr Michael Egan of the Ansett Pilots Association told the inquiry during a public hearing on 2 February 2000:
… in preparation for this inquiry, I made some inquiries, and I particularly took the trouble to speak to captains on the 146 who have been in the company or been operating the 146 for a long time. That was where I heard the story of guys who had been sick, of the chaps being nauseous, and with eye and throat irritation. They were all quite positive about the fact that these appeared to them to be past problems -and quite significantly past problems -in Ansett aircraft; that these problems happened in the early nineties.33
The Committee notes that Mr Egan appeared unaware of the requirements of FAR 25.831. Mr Egan told the inquiry: “… there is no regulation that I am aware of that specifies the amount of, or quality of, air in the cabin.”34
　
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