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4.18 In relation to carbon dioxide the Fox report advised that although levels of CO2 in the main cabin of the BAe 146 were very low, compared to other aircraft carbon dioxide levels in the aft gallery could be high due to the presence of dry ice. It was noted in the report that high carbon dioxide levels, coupled with low humidity, could cause the sensation of burning eyes, as well as muscle aches, headaches, and so
16
on.
4.19 In evidence to the inquiry on 1 May 2000 Captain Jensen of Ansett advised that:
115 air samples were taken by flight attendants in air sampling devices designed by Ansett and approved by the Australian Government Analytical Laboratories. This enabled us to capture air for testing at the precise moment an odour was detected. In all the chemicals identified, all levels measured were less than one-tenth of the maximum levels set for safe exposure. More were less than one-thousandth of the maximum levels set. These levels were set by government regulation.
We have also installed carbon monoxide detectors on all BAe 146s in the fleet. The results show that the carbon monoxide levels on board are insignificant.17
4.20 On 1 May Dr David Lewis, Chief Medical Officer with Ansett, advised that there was:
… concern, particularly amongst pregnant flight attendants, that there were raised carbon monoxide levels. We put carbon monoxide data loggers in every aircraft. A data logger measures carbon monoxide literally every second. If it detects any, it measures at half a second. If it detects an appreciable level, it charts it at every quarter of a second. This is down loaded onto a lap top and sent back to us in Melbourne to analyse. The graphs are quite remarkable. They are: zero, zero, zero, spike, zero, zero, zero, spike. And when we put this against the time tapes of what the aircraft were doing, we found zero for flying and spikes for when you open the door in the airport, where there was carbon monoxide from the engines of other vehicles and aircraft. It is at standard levels at airports. We found zero in flight for all the aircraft for a period of over nine months.18
16 Report by Allied Signal Aerospace, Air Quality Testing Aboard Ansett Airlines BAe 146 Aircraft, 25 November 1997 p 11, set out in Submission 11A, British Aerospace.
17 Ansett Australia, Evidence, 2 November 1999, p 55; see also Ansett Australia, Evidence, 1 May 2000, p 241
18 Ansett Australia, Evidence, 1 May 2000, p 252
4.21 On 25 March 1998 an external panel of specialists released a consensus statement to Ansett dealing with odour occurrences on the BAe 146. This statement read in part:
The panel reviewed and discussed the comprehensive information provided and is of the opinion that the air conditioning contaminants at the levels detected for both in-flight, and the worst case scenario of pack burn offs', will not cause long term health effects. The panel accepts that short term symptoms associated with odours that have been reported on the BAe 146 and other types are substantiated - These have been generally linked with inadequate ventilation together with aircraft system defects. …
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