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5.41 Despite the incidents in Australia and Sweden, British Aerospace made the following statement to the Committee on 10 April 200 “… it is fair to say that in the course of the investigation to date, which has included full engine testing and strip down and in-flight testing of the aircraft, nothing has been encountered which has made either BAe Systems or the investigator in charge think it necessary to take further safety action at this time.”35
5.42 The Committee has considered the above evidence and draws attention to its conclusions in Chapter 6 – paragraphs 6.26 to 6.34 and recommendations 1 and 2.
32  From a media report supplied to the Committee titled Poisoned Pilots Almost Crashed by Lars Dahl and Elisabeth Sjokvist, p. 1. For further information on when British Aerospace believes oxygen should be used by pilots see British Aerospace, Evidence, p 235. 
33  Ibid. 
34  CASA, Evidence, 13 March 2000, p 191 
35  British Aerospace, Evidence, 10 April 2000, p 223; see also p 225. 

 

CHAPTER SIX

CONCLUSIONS AND RECOMMENDATIONS

Introduction
6.1 The Committee's inquiry into the possible impact on air safety of cabin air quality in the BAe 146 aircraft indicates, as a general proposition, that chemicals introduced into an aircraft cabin can be an important factor in an aircraft’s safe and comfortable operation. Excessive levels of chemical contamination can affect two aspects of aircraft operations: the operational environment and the working and travelling environment; a fact apparent to airline operators, to aircrew and to every airline passenger.
6.2 While the BAe 146 is not unique among jet aircraft regarding the entry of oil fumes into the passenger cabins and cockpits, the BAe 146 is the focus of the majority of complaints of fume contamination made to Australian airlines. The BAe 146 was the source of the two most serious incidents of pilot incapacitation resulting from oil fume contamination of cabin air. However, the Committee also notes that several other aircraft have been identified during the course of the inquiry as suffering similar problems to the BAe 146 including A320s and MD90s.
6.3 Although the incidence of reports of fumes affecting BAe 146 flight and cabin crews has reduced in the last three years, there appears to be no real possibility of such occurrences being eradicated totally as long as air is brought into the jet aircraft by bleeding air from its engines. There also is no current prospect of an alternative engineering arrangement being implemented in the BAe 146 for bringing air into the aircraft.
6.4 It appears to the Committee that contamination of cabin aircraft air on the BAe 146 aircraft has led to short-term and medium-term health problems for a number of BAe 146 flight crew. Some scientists link these health problems to contaminants, although the link has not yet been definitively established. Similarly, while definitive links have not been made between the toxic chemical components of Mobil Jet Oil II and illness in flight crew, this remains a question to be further investigated and assessed.
　
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