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Difference between revisions of "Cabin Fumes from Non-Fire Sources"

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The majority of passenger aircraft utilise [[Bleed Air Leaks|bleed air]] from the engine or [[APU]] to pressurize and heat or cool the aircraft cabin.  As a consequence, any contaminants introduced into the engine/APU compressor prior to the point from which the bleed air is extracted may result in the appearance of corresponding fumes in the passenger cabin and flight deck.
 
The majority of passenger aircraft utilise [[Bleed Air Leaks|bleed air]] from the engine or [[APU]] to pressurize and heat or cool the aircraft cabin.  As a consequence, any contaminants introduced into the engine/APU compressor prior to the point from which the bleed air is extracted may result in the appearance of corresponding fumes in the passenger cabin and flight deck.
 
==Accidents and Incidents==
 
*[[A319, Belfast Aldergrove UK, 2011]]  - the investigation attributed the occurrence of fumes to the continued use of reverse idle thrust after clearing the runway onto a little used taxiway where the quantity of de-ice fluid residue was much greater than on the runway.
 
*[[A320, en-route, Kalmar County Sweden, 2009]] - the aircraft was de-iced inappropriately prior to departure and fumes entered the air conditioning system via the APU.
 
*[[A332, Karachi Pakistan, 2014]] - a hydraulic system fault was annunciated and soon afterwards, dense hydraulic mist entered both the passenger cabin and the flight deck via the aircraft air conditioning system.
 
*[[A332, vicinity Perth Australia, 2014]] - it was found that the rear pressure bulkhead insulation had not been correctly refitted following maintenance and had collapsed into and came into contact with APU bleed air duct.
 
*[[A333, en-route, near Bournemouth UK, 2012]] - the smoke warnings had all been false and had mainly come from one faulty detector.
 
*[[A388, en-route, north east of Singapore, 2011]] - investigation found signs of burning below the toilet floor and it was concluded that excessive current caused by a short circuit which had resulted from a degraded cable had been the likely cause, with over current protection limiting the damage caused by overheating.
 
*[[B738, Glasgow UK, 2012]] - excess moisture in the air conditioning system was considered likely to have been a factor.
 
*[[B744, Phoenix USA, 2009]] - detailed engineering investigation both before and after a ferry flight to the Operator’s maintenance base was unable to establish any source or explanation for the fumes / smoke.
 
*[[B752, en-route, North Sea, 2006]] - the cause was determined to be a fractured bearing floating seal ring, which had allowed engine oil to leak into the compressor airflow path and to be ingested into the bleed air system, which provides air to the cabin air conditioning system.
 
*[[B773, Paris CDG France, 2013]] - a fault in the APU had caused the smoke and fumes which had the potential to be toxic.
 
*[[DH8D, en route, west-northwest of Dublin Ireland, 2015]] - debris from a fractured bearing washer had compromised engine oil seals leading to fumes/smoke entering the aircraft through the air conditioning system.
 
  
 
==Accidents and Incidents==
 
==Accidents and Incidents==

Revision as of 09:50, 24 July 2018

Non Combustion-related Fumes


Article Information
Category: Fire Smoke and Fumes Fire Smoke and Fumes
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Description

Fumes from various non-fire related sources may sometimes be experienced within the cabins of passenger aircraft.

Sources

Most modern passenger aircraft are equipped with pressurised, climate controlled, cabins. In spite of the aircraft designers’ intentions, unwanted fumes frequently permeate the interior of the aircraft. Open doors and hatches as well as certain on-board sources can introduce fumes to the cabin environment. However the usual path of entry for fumes is via the aircraft pressurisation and air conditioning systems.

The majority of passenger aircraft utilise bleed air from the engine or Auxiliary Power Unit to pressurize and heat or cool the aircraft cabin. As a consequence, any contaminants introduced into the engine/APU compressor prior to the point from which the bleed air is extracted may result in the appearance of corresponding fumes in the passenger cabin and flight deck.

Accidents and Incidents

Cabin air contamination

  • B744, vicinity Dubai UAE, 2010 (On 3 September 2010, a UPS Boeing 747-400 freighter flight crew became aware of a main deck cargo fire 22 minutes after take off from Dubai. An emergency was declared and an air turn back commenced but a rapid build up of smoke on the flight deck made it increasingly difficult to see on the flight deck and to control the aircraft. An unsuccessful attempt to land at Dubai was followed by complete loss of flight control authority due to fire damage and terrain impact followed. The fire was attributed to auto-ignition of undeclared Dangerous Goods originally loaded in Hong Kong.)
  • DC93, en-route, Cincinnati OH USA, 1983 (On 2 June 1983, a DC9 aircraft operated by Air Canada was destroyed following an in-flight fire which began in one of the aircraft’s toilets. 23 passengers died in the accident.)
  • B763, en-route, Northern France, 1998 (On 9 January 1998, a Boeing 767-300 operated by United Airlines experienced an electrical systems malfunction subsequently attributed to arcing in a faulty electrical loom. The crew elected to divert to London Heathrow where emergency evacuation was carried out on a taxiway upon landing.)
  • A333, London Heathrow UK, 2016 (On 26 June 2016, thick white smoke suddenly appeared in the cabin of a fully loaded Airbus A330-300 prior to engine start with the door used for boarding still connected to the air bridge. An emergency evacuation initiated by cabin crew was accomplished without injury although amidst some confusion due to a brief conflict between flight crew and cabin crew instructions. The Investigation found that the smoke had been caused when an APU seal failed and hot oil entered the bleed air supply and pyrolysed. Safety Recommendations in respect of both crew communication and procedures and APU auto-shutdown were made.)
  • A332, vicinity Perth Australia, 2014 (On 9 June 2014, a 'burning odour' of undetermined origin became evident in the rear galley of an Airbus A330 as soon as the aircraft powered up for take off. Initially, it was dismissed as not uncommon and likely to soon dissipate, but it continued and affected cabin crew were unable to continue their normal duties and received oxygen to assist recovery. En route diversion was considered but flight completion chosen. It was found that the rear pressure bulkhead insulation had not been correctly refitted following maintenance and had collapsed into and came into contact with APU bleed air duct.)

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