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incidents and occurrences relevant to the level of safety achieved in day-to-day flying operations of the BAe 146 in Australian conditions;
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the response by the BAe 146 aircraft manufacturer, by Australian aircraft operators, by air industry regulators, and by air safety supervisory and investigation bodies to continuing complaints regarding cabin air quality in the BAe 146.
BAe 146 – cabin air quality
Current Australian approach to the effects on air safety of BAe 146 cabin air quality
6.6 The observation, monitoring and reporting on cabin air quality in the BAe 146, and its effect on air crew and passengers, may be described as one of the most, if not the most, closely observed and recorded aspect of the operations of a currently certified passenger aircraft type in Australia.
6.7 Notwithstanding this apparent effort, the Committee received conflicting evidence that testing programs claimed by the operators to be thorough were viewed by others as inadequate. The Committee has established that for a considerable period no operator has carried out clinical testing on flight crew exposed to cabin air fumes immediately following the exposure to fumes. Two witnesses, Dr Chris van Netten and Dr Winder, provided evidence suggesting that results of testing carried out on cabin air on BAe 146 aircraft flying in Australia cannot be used as a basis for claiming the air is not hazardous to human health.
6.8 Equally, it should be observed that, due to the factors described in this report, the focus of these observations, as far as air safety is involved, placed a particular emphasis on the short-term effects of poor air quality on individual aircrew and aircraft operations in specific events. These specific cases have raised the question of whether aircraft safety is affected by such occurrences.
6.9 The monitoring of the BAe 146, as far as air safety considerations are concerned, does not currently extend to systematic observation, collation and reporting of long-term occupational health and safety matters. Monitoring is carried out on an operator by operator basis, and little or no central assessment or record collection of individual airline monitoring and recording results is currently made.
6.10 The appropriate bodies to conduct such centralised assessment and monitoring of air quality on aircraft are the Civil Aviation Safety Authority and the Australian Transport Safety Bureau. However, CASA has relied on the internal responses and studies carried out by the industry and has conducted no independent monitoring or assessment of the issue. The Committee notes that the closest thing to a detailed assessment by a regulator of this issue was the BASI/ATSB Occurrence Brief number 199702276 issued in September 1999 and discussed in detail in the report.
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