BAe LIMIT THE 146 TO FL260 DUE ENGINE ICING.
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KADS- thanks for that. I was probably getting confused with the FEDEX (I think) attack a few years ago. As I said, I haven't researched it, I was just going on my (admittedly dodgy) memory! Regarding the fumes thing, see my response to InFin below. However, I would just add this: yes it is a serious problem (well I take it seriously), but it is NOT confined to the 146. Secondly, it is true that some people in Oz have lost medicals, but whether or not the cause is fumes (and I understand the insurance copmpanies remain to be convinced) is another story. Personally, I believe that the paranoia surrounding the word "organophosphate" is being used to generate an unreasonable reputation for the 146, and it wouldn't surprise me at all to find that some people are trying to demonise the aircraft in pursuit of large compensation claims- not the first time that has happened. I have seen the BAe and other research and the aircraft does come out looking pretty good. My company ran trials on an aircraft with a known oil problem- the crew flew the empty aircraft and were then blood-tested. The traces of contaminants in their bloodstreams was apparently virtually indetectable (and I know these people).
gaunty - yes, I think you just about summed it up!
InFin -
1. There is a known problem, well documented and exhaustively researched. The cause of the DANGEROUS contamination is engine oil that gets past leaky seals and contaminates the AC packs and ducting. When heated to high temps, the oil can release organophosphate compounds and can lead to impaired function in anyone who breathes it- some are more sensitive than others. The answer is to ensure that leaky seals are changed quickly and any oil contamination is rectified quickly. As you can see from this and other threads, the problem is by no means confined to the 146. Other less dangerous air contaminants include de-icing fluid getting into APU air systems, burnt crew meals, etc.
2. Education, basically. It probably IS APU air, but it MIGHT be the nasty stuff in the APU air. Our lot have very stringent reporting and checking procedures to prevent it happening again.
3. Mainly, tight control on engine/APU seal condition. When this happened to us, we pulled all suspicious engines and APUs for maintenance (very, very expensive). We inspect all AC packs and ducts weekly for contamination, and we have a strict reporting system that requires reports for ANY cabin odours that are not normal.
The problem is that seals can fail on any engine with little warning (see the BA 757 fumes article elsewhere).
Normally, the standard 146 smells are NOT dangerous- just a bit "wiffy"!
gaunty - yes, I think you just about summed it up!
InFin -
1. There is a known problem, well documented and exhaustively researched. The cause of the DANGEROUS contamination is engine oil that gets past leaky seals and contaminates the AC packs and ducting. When heated to high temps, the oil can release organophosphate compounds and can lead to impaired function in anyone who breathes it- some are more sensitive than others. The answer is to ensure that leaky seals are changed quickly and any oil contamination is rectified quickly. As you can see from this and other threads, the problem is by no means confined to the 146. Other less dangerous air contaminants include de-icing fluid getting into APU air systems, burnt crew meals, etc.
2. Education, basically. It probably IS APU air, but it MIGHT be the nasty stuff in the APU air. Our lot have very stringent reporting and checking procedures to prevent it happening again.
3. Mainly, tight control on engine/APU seal condition. When this happened to us, we pulled all suspicious engines and APUs for maintenance (very, very expensive). We inspect all AC packs and ducts weekly for contamination, and we have a strict reporting system that requires reports for ANY cabin odours that are not normal.
The problem is that seals can fail on any engine with little warning (see the BA 757 fumes article elsewhere).
Normally, the standard 146 smells are NOT dangerous- just a bit "wiffy"!
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EYB- apparently Aer Lingus limit their skippers to only one LCY landing a day, more than that apparently being too stressful to the poor chaps!
I'm still waiting to see how close I can get to the runway before getting sent around for a tardy departure. Record so far ( a few days back) is less than .5 nm! Good work folks.
10 is definitely the harder end- very odd air currents, even on a day with light winds.
I saw our dead 146 yesterday... I did the early 755 (although I am actually on leave just now- see, can't live without my daily LCY fix). Best (legal) fun in aviation, doing a visual approach into LCY 10, 2000 feet over Westminster, hang a left down the Thames and land, avoiding sundry helicopters, radio traffic spotters and lost PPLs. Wonderful fun.
I'm still waiting to see how close I can get to the runway before getting sent around for a tardy departure. Record so far ( a few days back) is less than .5 nm! Good work folks.
10 is definitely the harder end- very odd air currents, even on a day with light winds.
I saw our dead 146 yesterday... I did the early 755 (although I am actually on leave just now- see, can't live without my daily LCY fix). Best (legal) fun in aviation, doing a visual approach into LCY 10, 2000 feet over Westminster, hang a left down the Thames and land, avoiding sundry helicopters, radio traffic spotters and lost PPLs. Wonderful fun.
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Backbeat.
That was completely unnecessary! Abuse in whatever form is way out of the way. Do you actually know RD's background? Doesn't look much like it. However, a little respect never costs and is infinitely better than sidweways abuse. It also avoids you looking like someone with no other means of communication.
That was completely unnecessary! Abuse in whatever form is way out of the way. Do you actually know RD's background? Doesn't look much like it. However, a little respect never costs and is infinitely better than sidweways abuse. It also avoids you looking like someone with no other means of communication.
