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Read about the first event here
Read about the second event here

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For David Learmount's article on the subject click here

Same day, same aircraft, same passengers, two fume events.

 Airbus A319, G-EUPP, Descent to Berlin TXL, 29 April 2009
“Upon initial descent there suddenly was a very strong oil smell in the cabin.” “Both pilots had red irritated eyes and gave me the impression that they were quite fatigued.” “…the pilots did confirm that there is something and that this is very likely a strong oil smell.”

This incident was reported to the Bundesstelle für Flugunfalluntersuchung (BFU) in Germany who sent it to their UK counterparts, the Air Accidents Investigation Branch (AAIB) for investigation. The BFU never got any response from the AAIB and the incident was not followed up.

Email from reporter of incident to the European Aviation Safety Agency (EASA)

 Airbus A319, D-AGWK, Climb from Dublin, 27 May 2008

“… the Purser called the cockpit on the intercom and reported that something was wrong, that almost all the passengers had fallen asleep, and that the CCM near her appeared unresponsive.” “The Captain remarked that he was also feeling somewhat unwell and he later recalled a tingling sensation in his right arm, comparable with the arm ‘falling asleep’.”

Aerotoxic Association Comment: Although the report acknowledges that a common cause for cabin air contamination is leaks allowing oil from the engines and APU into the cabin air, no cause was identified in this incident. However the events described and symptoms experienced are very similar to many fume events involving engine oil.

Report also available on the Irish Air Accident Investigation Unit (AAIU) website

 BAe 146-300, D-AEWB, After departure from Birmingham, 19 February 2007
Both crew members began to experience symptoms of tunnel vision, loss of balance and loss of feeling in the hands and lower arms." "Two of the three cabin crew members also reported similar symptoms."

Boeing 757-200, G-BYAO, London Stansted Airport, 22 October 2006
"The CM advised the flight crew that the haze appeared to be worsening and that some passengers were starting to feel unwell. Fumes were then detected on the flight deck, which prompted the pilots to don oxygen masks and declare a ‘MAYDAY’".

Aerotoxic Association Comment: In the report it is noted that the AAIB recommended the EASA and FAA consider that aircraft be required to be installed with fume detectors. To date this has not occurred.

 Boeing 757-200, G-CPET, En route from Madrid to London, 4 October 2006
"During the descent, both crew members began to feel disorientated and found that they had to concentrate hard to carry out their normal duties. At this point the commander began to feel 'confused'."

EMB145, Nuremburg, 28 June 2006
“In the climb at about 5,000 ft, the crew received a ‘smoke in the rear toilet’ warning. Shortly afterwards thick smoke entered the cockpit.”

Original German version

 Boeing 757-200, G-CPET, London Heathrow Airport 10 March 2006
"Both flight crew members continued to feel abnormal - the co-pilot considered himself partially incapacitated - but the cabin staff appeared unaffected. Both engines were shut down as the crew no longer felt fit to taxi the aircraft and it was towed back to the stand."

 BAe 146-300, G-JEBA, Climb from Belfast City Airport, 2 February 2006
"The co-pilot complained of a dry throat, burning eyes, a tingling sensation in the fingers and of being hot. After donning his oxygen mask he slid his seat back and took no further part in the flight."

 BAe 146, G-JEAW, Southampton Airport, 7 December 2005
"One cabin crew member became nauseous and started vomiting, another felt light-headed and complained of a racing heartbeat." "The most affected cabin crew member had difficulty concentrating, was unable to perform her duties and continued vomiting, sporadically, for up to one hour after the event."

Bombardier DHC-8‑400, G-JECE, near Leeds, UK, 4 August 2005
"Shortly after initiating a descent, an oily smell was noticed on the flight deck, almost immediately followed by a smoke build-up in the flight deck and cabin." "during the 36 months examined (by IATA), there occurred an average of two and a half smoke
events each day." "Smoke protection for passengers is not a requirement on
public transport aircraft"

Aerotoxic Association Comment: It is noted that the report cites other cases where pilots had suffered adverse physiological effects due to fumes and it also recommends the FAA and EASA consider that aircraft be required to be fitted with fume detectors. To date this has not occurred.

Avro 146-RJ100, G-CFAH, En route Nice - London Stansted, 4 July 2005
"Both pilots have suffered from symptoms including, ulcerated throat, skin rashes, headaches, stomach upsets, nausea, numb, tingling fingers. These are apparently consistent with exposure to organophosphates for approximately 14 days after incident."

 Avro 146-RJ100, HB-IXN, Flight LX1103, Approach to Zurich-Kloten Airport, 19 April 2005
“The aircraft was released for flight operations several times, even though the defect had not been rectified.” “The copilot was limited in his capability of acting during the approach and landing due to the effects of fumes.” “The medical examination of the copilot after the flight showed that during the flight toxic exposure took place.”

“Cause: The serious incident is attributable to the fact that on approach to Zurich Airport the cockpit filled with fumes which caused a toxic effect, leading to a limited capability of acting of the copilot. These fumes were caused by an oil leak …”

Aerotoxic Association Comment: It is significant that the Swiss Air Accident Investigation Bureau have acknowledged the TOXIC effects of cabin air contaminated by engine oil. Other reports have usually described these fumes as an “irritant” only".

German Version

 Boeing 757-200, G-BPEE, 12, 16 and 23 November 2004
"The aircraft experienced several incidents, on different flights, of fumes in the cockpit and cabin and in some cases this produced symptoms in the flight and cabin crew." "The commander had considered going onto oxygen as he was feeling a little unwell and 'a bit spacey'" "...symptoms being recorded as including headaches, a sore throat, coughing, nausea, burning sensation in the lungs, and a 'slightly spaced' feeling."

BAe 146-200, G-MANS, Belfast City Airport, 1 August 2003
Fumes in the cabin on the ground followed by an evacuation. "... the cabin crew became aware of a smell of fumes and could see smoke appearing which seemed to be worst towards the rear of the cabin." "Minor leakage is not atypical for this type of APU" "... dismantling of the APU revealed that the compressor carbon seal had, for some time, been leaking oil into its air inlet."

 BAe 146-100, VH-NJX, Perth Airport, 2 December 2002
"The copilot had been exposed to the fumes for approximately 30 minutes. The two cabin crew, who boarded the aircraft shortly after the copilot, were exposed to the fumes for approximately 20 minutes. All three were eventually affected by the fumes, became unwell, and were removed from flight duty." "On the return sector, both cabin crew reported feeling unwell, with symptoms consistent with fumes inhalation.

 BAe 146-300, VH-NJL, Approach to Karratha, 20 October 2002
"About 10 minutes prior to the top of descent, the co-pilot recalled starting to experience symptoms of a headache. He was able to continue his duties as handling pilot and completed the descent to the Karratha circuit area" "During the taxi to the passenger terminal, the co-pilot became aware that he was experiencing symptoms of an unusually strong headache, nausea and irritated eyes, nose and throat."

 BAe 146-200, VH-YAD, Departure from Brisbane, 29 June 2002
"Approximately 5 minutes after take-off the flight crew detected that smoke was present on the flight deck. They donned their oxygen masks in accordance with the emergency checklists that dealt with smoke..."

 BAe 146-100, VH-NJA, Takeoff from Brisbane, 7 August 2001
"The flight crew donned oxygen masks as a precautionary measure. Symptoms of sore eyes, sore throat and headache were reported by both the crew and passengers. The pilot in command, who had been affected by fumes on previous occasions, received medical attention after landing."

 BAe 146-200, VH-JJU, Takeoff from Perth, 18 July 2001
"The cabin manager felt overwhelmed by the fumes and was on the verge of passing out when her colleagues became aware of the situation and provided her with portable oxygen." "Although she was eventually cleared to return to work, symptoms of anxiety, impaired judgement, and light-headedness remained with her for in excess of one week."

 BAe146-100, VH-NJR, Mackay Airport, 31 May 2001
"After starting three of the four engines the pilot in command felt increasingly unwell and the cabin staff also became aware that they were being affected by the fumes." "Previous incidents have indicated that operating crews were not aware of their impairment and the subsequent effect on their decision making ability."

 BAe 146-200, G-JEAK, Descent into Birmingham, 5 November 2000
"The first officer's condition began to decline to an extent that he had difficulty in concentrating. The commander took over the handling duties and the first officer went onto 100% oxygen, and took no further part in the flight. The commander also felt "light headed" and had difficulty in judging height during the ensuing approach and landing."

 BAe 146-200, SE-DRE, Approach to Malmö, 12 November 1999
"During the approach towards Malmö/Sturup airport when the aircraft was descending through FL 150 the co-pilot suddenly became nauseous and donned his oxygen mask. Then, after an estimated period of ten seconds, the commander also became very nauseous and immediately donned his oxygen mask." "The captain felt markedly dizzy and groggy for a couple of minutes. He had difficulty with physiological motor response, simultaneity and in focusing."

Paragraph 1.16.3 and 1.16.4 of the report discusses a test run on the engine to take air quality samples.

Bleed Air Quality test for LF502 engine SE-DRE

 BAe 146-300, VH-NJF, Descent into Melbourne, 10 July 1997
"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." "During the course of the investigation, a number of flight and cabin crew members, employed by various Australian operators on BAe146 type aircraft, reported to the Bureau that they and others were experiencing a number of health problems."