曝光臺 注意防騙 網(wǎng)曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費(fèi)者

The BAel46 aircraft was operating from Brisbane to Hamilton Island and return. The pilot noticed some odours when he boarded the aircraft, and enroute to Hamilton Island the cabin crew commented about odours in the cabin. During the turnaround at Hamilton Island the cabin crew felt ill. After getting some fresh air they appeared to recover and were able to resume duties.
Shortly after takeoff the flight crew again detected odours and, while attempting to isolate the source, the co-pilot began to feel ill. Both fight crew members donned their oxygen masks. The smells subsided when the number 2 engine bleed air was switched off. At approximately 10,000 ft the crew removed their oxygen masks. …
Both fight crew members continued to suffer from sore and dry throats, and headaches and the co-pilot also suffered from nausea. Oxygen was used intermittently for the remained (sic) of the flight.
21 Captain Frank Kolver, Evidence, 2 February 2000, p 151
22 Captain Frank Kolver, Evidence, 2 February 2000, p 148
Air samples were taken on decent and again when more odours were noted concurrent with changes to bleed air switching. On arrival at Brisbane the cabin crew advised that they had been similarly affected throughout the flight and were not well enough to continue flying. The flight crew also elected not to continue and advised that they suffered from symptoms for a further 24 hours.23
2 1997 - Brisbane incident
5.31 The Committee has been told of an incident in 1997 when a pilot experienced difficulty landing a BAe 146 in Brisbane. The information concerning this incident was set out in a confidential submission to the Committee and it is not possible to provide complete details of the incident without identifying the pilot involved. However, the pilot made the following statement in the confidential submission:
As we were preparing to land in Brisbane I experienced a feeling like drunkenness and I had difficulty lining up the aircraft for landing. I did not tell my first officer how I was feeling and did not hand over to him because I was not aware of the extent of my incapacity. 24
5.32 This statement went on:
After I became ill and established to my satisfaction the link between my condition and exposure to the fumes from Mobil Jet Oil II, I deemed it appropriate to submit a report to the Bureau of Air Safety Investigations (BASI) in respect of the episode on or about …. 1997 when I was caused to feel drunk by exposure to the oil fumes. I am now aware of the fact that certain other pilots have experienced the same or similar special disorientation sensations. … I point out that the symptoms I experienced on or about … have safety implications potentially so grave that my professionalism demands they be acknowledged at the highest levels.25
3 31 March 2000 - Sydney/Melbourne incident
5.33 On 31 March 2000 during a flight of an Ansett BAe 146 freighter between Sydney and Melbourne the pilot was affected by fumes in the cockpit. This incident is currently under investigation by the ATSB. On 1 May 2000 the pilot, Captain Roger Goulet gave evidence to the Committee regarding its circumstances. The following are excerpts from his comments concerning the incident which occurred shortly after leaving Sydney on the flight to Melbourne:
　
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Air Safety and Cabin Air Quality in the BAe 146 Aircraft(82)