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-residual oil leaks remaining from intense exposures after air con pack burn (engines run very hot to produce very high air con pack temperature so as to push any residual oil contaminants through the system)16
12  Submission 6, Associate Professor Chris Winder, p 4 See also BASI Occurrence Brief 199702276 (on internet site) incident involving Captain Kolver on 10 July 1997, p 2.
13  Submission 6, Associate Professor Chris Winder, p 4
14  Ansett Australia, Evidence, 2 November 1999, p 52
15  Mobil Oil Australia Ltd, Evidence, 1 February 2000, p 142
16  Submission 14A, AFAP, p 4; see NJS, Evidence, 1 February 2000, p 139
3.20 The AFAP also maintained that the problem in the BAe 146 involves the design of its engines and air conditioning system along with problems involving oil seals and filters.17
3.21 The AFAP claimed that:
The BAe 146 appears to have a higher proportion than normal of oil leakage into the aircraft air conditioning system. The engine bearing/seal system is allowing excessive oil to leak into the aircraft bleed air system,18
3.22 Dr Chris van Netten of the University of British Columbia commented that:
The engines used by the BAe 146 aircraft appear to have an inherent problem with leaking oils seals, specifically in the compressor section of the engine at bearing locations 1 and 9.
Bleed air, used for pressurisation of the aircraft, from the compressor stage of the engine can become contaminated with engine oil constituents. The temperature of the bleed air can be in excess of 500' Celsius. At this temperature any oil constituents will pyrolize resulting in smoke formation. The presence of smoke in the cabin has been well documented in these aircraft.19
and
…One is not exposed to carbon monoxide alone but a cocktail of pyrolised and original oil components. These combinations of exposures have not been studied and it would be wise to pay close attention, as this Committee is presently doing, to the complaints and symptoms of flight crew members.20
3.23 In its submission on this issue, CASA submitted that, early in its service, the BAe 146 did experience relatively higher engine malfunction rates than other similar sized aircraft:
… however the engine reliability rates are now comparable to all other transport category aircraft of a similar size. Early engine problems included poor reliability of engine bearing oil seals, which resulted in engine oil mist being present in the air which is bled from the engines for cabin air conditioning. Tests have shown, however, that even with engine bearing oil seals missing close to where the bleed air is ducted from the engine to feed the air conditioning packs, oil residues do not pass through to the cabin environment.21
17  Submission 14A, AFAP, p 4; see also Submission 8, Associate Professor C. van Netten, p 12. 
18  Submission 14A, AFAP, p 3 
19  Submission 8, Associate Professor C. van Netten, p 1 
　
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