Sand0rf wrote:Everyday I start with reading the Aviation Herald with all the incidents and accidents that have been reported. During the last couple of months I've noticed a large amounts of accidents/incidents with German aircraft (Lufthansa, Germanwings) where a strong odour onboard the aircraft caused problems and, in some cases, required the crew to visit a hospital for checkups.
Germanwings A319 enroute on Feb 1st 2017, captain dizzy, both flight crew on oxygen
Lufthansa B748 at Mexico City on Jan 30th 2017, rejected takeoff due to odour
Germanwings A319 near Paris on Jan 30th 2017, chemical odour, both flight crew on oxygen
Germanwings A319 at Hamburg on Jan 29th 2017, unidentified odour on board
Lufthansa B748 near Moscow on Jan 20th 2017, electrical odour prompts inflight return following ground return
Lufthansa A319 at Naples and Munich on Jan 24th 2017, odour on board injures flight attendant
Germanwings A320 at Amsterdam and Stuttgart on Jan 12th 2017, fumes on board
Lufthansa A319 at Brussels on Jan 7th 2017, strong oil fumes on approach
Germanwings A319 near Stuttgart and Krakow on Oct 15th 2016, fumes injure passenger and 2 cabin crew
I'm not saying that other companies haven't got this type of problems but it just seems like a very high number of these types of incidents in the last months. Is something wrong with maintenance of these aircraft?
WIederling wrote:My impression is that German Airlines have an unusually high percentage of "Stinky Union Members".
Strong sense of entitlement and the will to force things. ( compare to bigthree US airlines.)
Any path to create pressure goes.
PanHAM wrote:Pilots with Beamtenstatus??? Was that common when LH was still state-owned? I know of employees from Deutsche Bahn and Deutsche Post who are still state servants, but LH??It could be a theory which has been voiced already that German Airlines have a high number of pilots who want to Keep their "Beamtenstatus" (civil servant fringes). A similar Situation is the unusual high nuber of assumed vortexes, causing damages to roofs, but only in a certain area with a high Proportion of NIMBYs. Happens nowhere else but in Raunheim and Floersheim.
WIederling wrote:Any path to create pressure goes.
Newbiepilot wrote:Two thoughts. First thought is how are deicing procedures being followed? Leaving the air conditioning system powered on during deicing will cause a lot of fumes. Could there be a training issue? January and february are peak deicing season and once that fluid gets in the air conditioning and bleed system, it can cause lots of unpleasant odors for multiple flights.
Revelation wrote:WIederling wrote:Any path to create pressure goes.
Yes, and one path is the one that the sauerkraut und bratwurst follows!
WIederling wrote:Just thinking.
If there are potential fumes from small contaminations in the engine compressor
is it a good idea to purge bleed air ducts from the engine _before_
activating the packs with engine bleed? i.e. dump bleed air to wing deice
or just to the environment for some time ( minutes?) to get rid of
evaporating oil spills while the compressor temps rise to working values?
This would obviously not work for constant leaks.
But a lot of seal designs require rotation and or pressure differential to actually
work as intended.
A Germanwings Airbus A319-100, registration D-AGWZ performing flight 4U-7048 from Hamburg to Stuttgart (Germany), was on approach to Stuttgart when the flight crew declared medical emergency reporting two cabin crew had become ill and were incapacitated. The aircraft continued for a safe landing on Stuttgart's runway 07.Just prior to commencing the descent into Stuttgart both cabin crew collapsed and became unconscious for a moment, after regaining consciousness they suffered from increasing tickle in arms and legs. After landing, while attempting to walk to the front of the aircraft, both were unable to get there. Emergency services, paramedics, arrived and took measurements for carbon monoxide, one of the flight attendants showed a value of 9 (normal values 0-3) prompting the paramedics to immediately call an emergency doctor, who confirmed carbon monoxide poisoning, a second ambulance was called, one paramedics team per flight attendant, with the emergency doctor coordinating efforts to stabilize the patients, carbon monoxide levels in the blood still rising until reaching a value of 13.
A Germanwings Airbus A319-100, registration D-AGWK performing flight 4U-753 from Vienna (Austria) to Cologne (Germany) with 144 passengers and 5 crew, was on approach to Cologne when the crew reported smoke in the cockpit. The airplane continued for a safe landing. Paramedics needed to treat both flight crew at the airport and subsequently took them to a hospital.
The aircraft finally departed Vienna with a delay of 3 hours, the flight was uneventful until the aircraft turned onto the left base leg for Cologne's runway 14L when both flight crew smelled a strong electrical burning odour. While the aircraft turned to intercept the localizer the first officer reported he felt seriously sick close to vomiting (German "kotzübel"), he smelled a strong electrical sweet odour and would don his oxygen mask. Alerted by that remark the captain noticed his legs and arms were tickling, his senses were literally vanishing and his sight abruptly reduced to a tunnel view. He too donned his oxygen mask. The first officer needed two attempts to don his oxygen masks. After both flight crew had donned their oxygen masks, the captain improved slightly, while the first officer's condition continued to deteriorate.
While the first officer was communicating with tower declaring emergency and reporting strong smell in the cockpit the tower instructed an aircraft ahead of the A319 to go around. At that point the first officer felt overwhelmed, he could no longer overview the scenario, could no longer process the arriving information and had difficulty to focus on single aspects of the scenario. The captain felt that while manually flying the aircraft he was at the upper limit of what he was capable to do in his bad bodily shape.
After the crew managed to configure the aircraft for landing, the aircraft was still too fast, the captain decided that a go-around was not possible and thus cancelled the stability criteria (gate at 1000 feet), their only option was to put the aircraft down as quickly as possible. The first officer described the time between 1800 feet and touchdown as an eternity, he was however able to recognize that the aircraft had reached and was maintaining correct approach speed and realized they had not worked the landing checklist. He thus processed the landing checklist which required all his efforts, it was difficult to process the checklist, it was difficult to concentrate and think. Both pilots reported that just prior to landing they perceived their situation as surreal and like in a dream.
The aircraft touched down on the runway, the automatic brakes slowed the aircraft to about 40 knots, the captain subsequently applied manual brakes, the aircraft began to skid, the captain however managed to slow the aircraft to taxi speed and vacate the runway via taxiway A3. Shortly before arriving on stand the first officer noticed they had not yet run the after landing checklist, the checklist was now executed. After reaching the stand and applying park brake both crew realised the APU had not yet been started, the APU was started.
The first officer wanted to open his side window, but needed three attempts to do so. After the window was open he removed his oxygen masks, but immediately noticed the acrid smell again and donned his oxygen mask again.
Emergency services subsequently entered the cockpit, the first officer needed assistance to get off the aircraft, while the captain remained in the cockpit until all passengers had disembarked. Emergency services measured oxygen levels in the blood of both pilots and found the captain substantially below 80% (at about 70%) and the first officer below 80%, paramedics commented both pilots were close to faint.
Jetty wrote:I read about it and it wasn't something "stinky". Apparently, pepper spray spreading through the A/C to the central security checkpoint was responsible for this. Passengers and staff reported irritation in their respiratory tracts and some even nausea. Flight operations were suspended for 1.5 hours and the airport evacuated.Not only does Germany have stinky aircraft, they now have stinky airports as well.
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