曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
5.12 In his submission to this inquiry Captain Kolver detailed what happened during the aircraft’s descent to landing:
During the latter stage of the decent shortly after passing 10,000 feet I smelt strong oily odours and fumes in the cockpit. Some 3 to 4 minutes later after making a directional change of 25 degrees it was necessary to make another direction change in the opposite direction of about 10 degrees. 1 had great difficulty trying to do this because 1 felt it would roll the aircraft to an excessive angle towards becoming inverted. This was followed by considerable difficulty in flying the aircraft and concentrating on making the approach to land, I became confused and was not quite sure what was going on at the time but realised I was having some sort of difficulty so I asked the first officer to take over flying the aircraft. He did so and continued to land safely.8
5.13 Captain Kolver went on:
For the next ten days or so 1 felt as if I was having a continues hangover with a constant headache. This was accompanied with a feeling of strong pressure on the top of my head. At night if 1 got out of bed I had difficulty in standing upright. When I travelled in a motor vehicle the headache would get worse and after 20 minutes 1 would get nauseous and had to stop and get out for some relief.9
7 ATSB, Evidence, 13 March 2000, p 197 8 Submission 1, Captain Frank Kolver 9 Submission 1, Captain Frank Kolver
During this period I was on sick leave and for the next two months my health slowly improved to moderate continuous headaches and later mild headaches with a constant pain in the left or right temple area, Several medical examinations, blood tests and a CT scan gave no indication of any medical disorder or problem. At the time and prior to this incident I was medically and physically fit and had no sickness or virus of any kind. 10
5.14 Captain Siebert of NJS told the inquiry in evidence that Captain Kolver:
… became dizzy and recognised he had some vertigo, but he certainly was not incapacitated. He formally handed control across to the first officer, which is a standard operating procedure between the crew, and the first officer went ahead and landed the aeroplane…. The first officer never smelt anything and was not affected. The supernumerary pilot, in his first report to the company, said that, yes, he could smell it and felt a little bit nauseous but was unaffected generally. There is a slightly different interpretation put on it in the final report from BASI.11
BASI Occurrence Brief
5.15 In early September 1999, following an investigation by BASI, an Occurrence Brief dealing with the incident involving Captain Kolver was published. This brief stated in part:
The pilot in command advised that, following the onset of the fumes, he had experienced difficulty in concentrating on the operation of the aircraft, and had suffered from a loss of situational awareness. By the time the aircraft had reached an altitude of approximately 2,000 ft, his control inputs had become jerky and he began suffering vertigo. He relinquished control of the aircraft to the co-pilot, who continued with the approach and landing. The supernumerary pilot advised that he had felt nauseous. The pilot in command advised that because no smoke or mist was present within the cockpit, he did not consider it necessary to follow the smoke-removal checklist. He also advised that the crew did not consider the use of crew oxygen masks was necessary in the situation.
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
Air Safety and Cabin Air Quality in the BAe 146 Aircraft(77)
