‘On Aug 5th 2020 the BFU released their final factual report in German and subsequently also in English. The final report terminates the investigation with the factual narrative only, no conclusions or analysis was released. The report changes the number of minor injuries to 6 (in the bulletin of 2012 5 minor injuries had been reported), the injuries occurred as result of the evacuation. The right hand engine suffered the fracture of a turbine blade of the 2nd stage due to stress overload. An inclusion of aluminium, chrome and titan most likely was the point of origin of the fracture. The fracture caused secondary fractures at supply tubes of bearings 6 and 7 resulting in an oil leak, which contaminated the cabin air and caused a fire in the right hand engine. The fire was extinguished with the activation of the fire suppression system.’
http://avherald.com/h?article=44fb07c1/0012&opt=0
No conclusions, no analysis and it took the German BFU eight years to produce this poor excuse of a report.
This is what an ‘unregulated industry’ looks like - No responsibility or accountability to anyone.
It is their blasé presumption that there were only minor injuries from that exposure which is beyond belief:
‘The report changes the number of minor injuries to 6 (in the bulletin of 2012 5 minor injuries had been reported), the injuries occurred as result of the evacuation.’
How are all these people now?
Did any of them suffer neurotoxicity or any other injury or illness following their exposure to such a high concentration of oil fumes which very likely included particulate matter from the metals mentioned also.
That question, unfortunately can never be answered.
Going only a little further back to 05 August 2019 - passengers and crew from this ‘accident’ onboard a British Airways aircraft are still waiting for answers:
http://avherald.com/h?article=4cb3a0d2&opt=0
‘On Sep 10th 2019 Spain's CIAIAC reported the aircraft landed on Valencia's runway 12 and stopped at the turn off. The crew declared Mayday and initiated an emergency evacuation due to a possible fire on board. No injuries occurred, the aircraft sustained minor damage. Later it was found that no fire had occurred, but engine #2 (V2533, right hand) had lost all its oil. The engine was removed from the airframe and sent to the manufacturer for thorough inspection.’
So, let’s just hazard a guess to where all the oil went shall we?
Looking at the photos on the Aviation Herald Report - it’s fairly obvious.
Just another example of the results of ‘on demand maintenance’ - also know as ‘replace it when it fails’ (Judith Anderson 2014 paper below), which was introduced in the mid 1990’s in order to keep aircraft in the air and making more money. Also known as corporate greed.
Despite numerous requests to the airline concerned as well as the authority conducting the investigation, passengers and crew from this accident still haven’t been informed of what they were exposed to.
Perhaps they might learn the truth in another 7 years.
However, the oil used by British Airways is Mobil Jet 2 - which is very hazardous to human health.
There is a large amount of detail in this paper by Judith Anderson from 2014:
http://fdx.alpa.org/portals/26/docs/053116_ESC%20Counterpoint.pdf
The bleed-air system always was and remains as a flawed engineering design. The danger of contamination from aircraft oil and hydraulic fluids in aircraft cockpits and cabins (from the air bled off from aircraft engines) is well documented - going as far back as 1954.
Sadly, it has been ignored by aircraft manufacturers, ‘governments, and even hidden away and swept under the carpet by numerous agencies for decades.
Please sign and share this petition to help bring this dangerous practice to an end - to make flying safe for everyone.
Thank You.