4V14T0R

Oh boy. Definitely something to pay attention to.


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frmrdashtrash

It’s not. I doubt those HEPA filters are going to make a difference with the engine oil issue but couldn’t say for sure.


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Grumpyaviator

just reading the FRM and it’s altogether different.

hoover

you're correct. Has nothing to do with filters. However, changing the filters was/is a problem. Ever see mold along the ceiling? That's a filter issue.
I took In aircraft out of heavy MX. Fired up the engines and evacuated because the smoke was so bad from oil on the engines. No pax.
over servicing is real.
id like to see an fume event is a mandatory xx days off with pay. That'd stop the errors.

WHACKMASTER

Unfortunately, the damage to your body is already done at that point. Recovery in the form of days off isn’t going to remove the TCP toxin from your body, but I do understand the motivation to incentivize proper maintenance on the aircraft.

I know of at least one SWA FA who is permanently f_____ up because of a fume event on a -300 and hasn't been functional enough to perform her job in about a decade.

My friend is also permanently damaged from a fume event on a Delta flight. He can no longer hold a medical and will never fly again. There are MANY others.

This stuff is highly toxic and doesn’t seem to manifest itself in the form of permanent sickness until it reaches a certain threshold in a person’s body. Perhaps that explains why on one SWA -800 flight, no pax (full flight) went to the hospital after a fume event on the ground. However, all six crew members got sick enough to have to be admitted to the ER. Unfortunately, as air crew we’re getting exposed to mini fume events more frequently than we realize and it’s building up in our system.

Dorp

Are there any tests that can be done to determine levels in your body?

WHACKMASTER

I don’t know if there is for TCP levels but there is for carbon monoxide. The problem is that you’d have to have a record of test results BEFOREHAND to serve as a baseline before an actual event and then get tested immediately after the fume event. It can be difficult stuff to prove but people are becoming more aware of the danger.

Also TCP levels can be checked postmortem but obviously at that point it’s too late.

WHACKMASTER

Here is a good website to start with if you’re interested in educating yourself some more:

https://aerotoxic.org/

WHACKMASTER

This article in particular is “enlightening”:

https://aerotoxic.org/wp-content/upl...elegraph-1.pdf

Guppydriver95

cant stress this enough. If the A or B hydraulic system is over 100%, get it serviced!! Sometimes they do a quick transfer to the other system via a hydraulic pump on/off/ brake procedure. Other times they have to drain it. Sometimes they get annoyed with a write up when it’s at 102%. They say it’s within book limits. While technically true, the opportunity for hydraulic fume events exists with anything over 100% due to the fact that a failing check valve would allow the overserviced hydraulics into the environmental control system. If at or below 100%, it takes that possibility away. So why in the world would anybody leave with them overserviced when the fix is so quick and easy? I know I don’t. (Ps-before writing it up, be sure the electric hyd pumps are on. Sometimes turning them on will drop the quantity a couple percent)