.
contamination following pack burn outs;
.
exposures during times when contaminated engines/APU are being used; and
.
residual contamination.11
6 Dr Robert Loblay, Evidence, 1 February 2000, p 104
7 See Balouet, Winder, FAAA submissions.
8 Dr Robert Loblay, Evidence, 1 February 2000, p 104
9 Submission 6, Associate Professor Chris Winder, p. 2
10 Submission 6, Associate Professor Chris Winder, p 53 (subs vol 1)
11 Submission 6, Associate Professor Chris Winder, p 6
3.16 As noted in the description in Chapter 1, the BAe 146 contains an auxiliary power unit (APU) which primarily supplies compressed air for ground operation of the air conditioning system and is also used during take off and landing. According to Dr Winder; “Both the engines and APU have been implicated as sources of the fumes/mists that have entered the flight deck and cabin, although the engines are considered the main source of the problem.” 12
Engine oil and oil seals
3.17 The main engine oil used in the BAe 146 as well as in other jet aircraft in Australia is Mobil Jet Oil II, a synthetic phosphate ester product manufactured by Mobil USA and marketed in Australia by Mobil Australia.13 The Committee understands that in various formulations, Mobil Jet Oil II has been in use in the world aviation industry for more than 38 years. During 1998 1.4 billion passengers were carried on jets using this oil.14
3.18 Mobil Oil told the inquiry:
Mobil has roughly 51 per cent of a world market for turbine oils. Jet oil II is certainly the main grade and would account for over 90 per cent of that. … about 45 per cent of turbine engines worldwide would run on jet oil II.15
3.19 Several submissions from crew/and medical professionals maintained that the cause of fumes on the aircraft was burnt oil lubricants leaking from engines into the BAe 146’s cabin air system:
Excessive oil leakage from oil seals allows smoke and lubricating oil components to enter the cabin. Oil seals are used to ensure that engine oil does not mix with the air system. Oil is passing through the engine seals into the compressor bleed air system and therefore contaminating air used for the environmental control system (ECS). The engine bearing conditions are in some cases further allowing oil to pass the engine seal system and therefore enabling oil to enter the cabin bleed air system, being the source of cabin air-conditioning/heating and pressurisation involves the following problems:
-residual oil leaks from engines/ APU into cabin air conditioning system -complete bearing / seal failure;
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