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5.7 During a Committee hearing the following exchange took place between the Chairman and Dr Teo:
CHAIR—Would you say that there is any connection between alteration in brain function or loss of brain function and an ability to fly an aircraft? I think that is a critical question. Could we have your advice on that?
Dr Teo—Yes, there is. If you are slow in the ability of making decisions, especially in flying, and if the ability is diminished, then there is greater risk. I would say, in terms of cause and effect, there is greater risk.5
5.8 The Flight Attendants’ Association of Australia told the inquiry in evidence:
… there has been a significant exercise in semantic tap-dancing by the regulatory authority, CASA, over whether this is a health issue or a safety issue as though there is some need for distinction between the two. The flight attendants on board the aircraft are on board for this reason: there is a regulatory requirement that, to ensure the evacuation of all passengers in under 90 seconds through half the available exits, cabin crew are required to be there. Flight attendants are there for safety. If flight attendants are having to be carted off aircraft in wheelchairs and placed onto oxygen during descent, then the health of these flight attendants has been affected to the extent where the safety of the flight and of those passengers has been compromised. Consequently, the issues of health and safety are not separate but are inextricably intertwined.6
5.9 Mr Brett Leyshon of the Australian Transport Safety Bureau supported the importance of the role flight attendants play in relation to safety:
4 Submission 3, Dr Richard Teo, p 1 5 Dr Richard Teo, Evidence, 1 February 2000, p 112; see also Dr Robert Loblay, Evidence, 1 February 2000, p 106; see also Dr Jean Christophe Balouet, Evidence, 13 March 2000, p 178 6 FAAA, Evidence, 2 February 2000, p 155
The crew are not there simply to direct passengers to seats and to serve meals. They serve an important safety function throughout the flight, even a normal flight. Removing those removes a layer of safety to the passengers in the cabin.7
BAe 146 cabin air quality and air safety
5.10 As has been previously noted, the central issue of this inquiry is whether fumes entering the BAe 146 have the potential to affect pilots or cabin crew to the extent that they are unable to operate an aircraft. It is the immediate impact of fumes on pilots leading to their possible incapacitation which is of primary importance to an examination of fumes on the BAe 146 and whether adequate safety systems exist.
The Frank Kolver incident – BASI Occurrence Brief No 199702276
5.11 The most serious reported and investigated incident of a pilot being affected by fumes on board a BAe 146 in Australia took place in 1997. On 10 July 1997 a National Jet Systems BAe 146 freighter aircraft piloted by Captain Frank Kolver was involved in a serious incident during a night decent into Melbourne following a freight flight from Sydney. The flight crew at the time was Captain Kolver, a co-pilot and a Senior Captain in the jump seat who was carrying out crew monitoring.
　
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