Abstract
This paper describes the relative frequency of reports of oil and hydraulic fluid fumes in the ventilation supply air (“fume events”) compared to other types of fumes and smoke reported by U.S. airlines over 10 years. The author reviewed and categorized 12,417 fume/smoke reports submitted to the aviation regulator to comply with the primary maintenance reporting regulation (14 CFR § 121.703) from 2002–2011. The most commonly documented category of onboard fumes/smoke was electrical (37%). Combining the categories of “bleed-sourced”, “oil”, and “hydraulic fluid” created the second most prevalent category (26%). The remaining sources of onboard fumes/smoke are also reported. To put the data in context, the fume event reporting regulations are described, along with examples of ways in which certain events are underreported. These data were reported by U.S. airlines, but aviation regulations are harmonized globally, so the data likely also reflect onboard sources of fumes and smoke reported in other countries with equivalent aviation systems. The data provide insight into the relative frequency of the types of reported fumes and smoke on aircraft, which should drive design, operational, and maintenance actions to mitigate onboard exposure. The data also provide insight into how to improve current fume event reporting rules.
Highlights
The majority of commercial and military aircraft are designed to extract the cabin and flight deck ventilation air from an engine compressor located upstream of the cabin and flight deck, whether the compressor is in the main aircraft engines or an auxiliary engine in the tail of the aircraft called the auxiliary power unit (APU)
The ingested hydraulic fluid is heated in a compressor and, likewise, contaminates the ventilation air supplied to the flight deck and cabin
Engine oil and hydraulic fluid fumes contain a complex mixture of compounds, including base stocks, additives, and decomposition products generated upon exposure to heat and moisture [1,5]
Summary
The majority of commercial and military aircraft are designed to extract (or “bleed”) the cabin and flight deck ventilation air from an engine compressor located upstream of the cabin and flight deck, whether the compressor is in the main aircraft engines or an auxiliary engine in the tail of the aircraft called the auxiliary power unit (APU). The problem with this “bleed air” design is that the oil that lubricates the engine compressors can contaminate the ventilation supply air. Because current systems are not equipped with bleed air filters, these contaminants are mixed with the ventilation air and delivered to the occupied zones through the cabin and flight deck air supply vents
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