Contaminated Cabin-Air,a serious health problem is becoming certainty,a chronology through the ages
Passengers should never be exposed to any health risks whatsoever,this is the basic law and directive of the European Agency for Flight Safety,yet a serious health risk exists in the form of contaminated cabin air. although it has been medically proven that during flight toxic substances are deposited in the human organism and bodies of passengers,pilots,crew and flight attendants alike,the entire flight industry remains silent.
the first aircraft with a jet engine takes flight,a German “Messerschmitt ME 262”
at the end of WW2 the allied powers dismantled every available unit especially to analize the jet engine design for the sole purpose of developing a prototype with their own designs for the military.there was but one problem,a synthetic oil was required to run the turbines,this oil needed to withstand extreme temperatures of up to 400 degrees Celsius without burning up.
the first development and manufacture of a completely synthetic oil which could withstand such temperatures and maintain optimal performance under extreme conditions was successful.the fact that the oils contained neuro-toxins was at the time only known to the manufacturer and the engine designers.
after the first few sorties of military jets with engines/turbines designed with the “Tap Air/Bleed Air Mechanism”,military pilots complain about blurred vision,headaches,dizziness and coordination problems.the U.S.Air Force and the Aerospace Medical Association point out that pyrolyzed engine oils contain toxins and irritants.
furthermore both USAF & AMA issued warnings that even a slight handicap of pilots could lead to an increase of pilot errors which could pose a real danger.
the french aeroplane “CARAVEL” successfully completes its maiden-flight,driven by two turbines of the British manufacturer Rolls Royce for which a “Tap-Air/Bleed Air System” was constructed.
up to this point passenger planes were fitted with a “Jam-Air Turbo Compressor System” where instead of air being sucked in through the turbine compartment an intake situated at the fuselage provided the cabin air.
this system however required a large compressor which was very heavy and costly,the “Tap-Air/Bleed Air System” seemed to provide an opportunity to lighten the plane considerably thus fuel and maintenance costs were lowered in an instant.nobody,at this point was concerned about the possible health implications which arose due to the construction of the “Tap-Air/Bleed Air Mechanism” which “bled” contaminants into the air-supply of cabin and cockpit by “tapping” air from the turbine compressor hence the name “Tap Air/Bleed Air”.
through this system fumes of heated oil can easily find their way into the air that everyone on board is breathing.the oils and lubricants used in the turbine/engine contain many additives that cause the same effects as “Neuro-Toxins”,when heated these toxic effects can easily be multiplied.
a single seal/bearing only,which is acting as a self-sealant through the applied oil pressure,separates the lubricated parts of the turbine from the cabin air,due to design/construction conditions of the seal/bearing and the load-change of the compressor a small amount of toxic fumes will always find their way into the cabin air.
any inhalation means that the effective absorption can lead to serious health implications.
besides the dangers to the health of passengers,pilots,flight attendants etc persists a serious risk to flight safety.
this is well known to the manufacturers and the flight industry.
from this moment on all passenger planes are no longer air conditioned with the “Jam-Air System” due to the successful introduction into the market of the Boeing 727.
the inventors of the “Tap-Air/Bleed Air System,the french Sud Aviation merge with Nord Aviation to comprise AEROSPATIALE,a later merger with Messerschmitt Boelkow Blohm (Germany),Construciones Aeronauticas SA (Spain) and the British Aircraft Corporation BAC (Great Britain) leads to the establishment of AIRBUS in 1970.
the company British Aerospace,manufacturer of the famous “BAe-146” warns of possible oil contamination in cabins.
in this time period, four fatal accidents occur involving the “BAe-146” which results in 156 deaths.
Australia,is responsible for the first worldwide publication regarding the problem with contaminated cabin air to the public.
one of the Australian carriers who run a fleet of seventeen “BAe-146”, documented 3800 incidences in a time span of two years involving cabin air contamination.
passengers filed several lawsuits to demand compensation.
since this is a problem concerning the manufacturers,and many airlines,in principle, can receive back-payments ,this then leads in 1993 to a contract where BAe committed to paying the sum of 750.000 AUD compensation for the “Fume Event”,this contract was naturally kept secret and no one had an inkling about its existence.
forteen years later in 2007 through the actions of a whistleblower this secret contract came to the attention of a member of the Australian Parliament.
in Australia,an accumulation of health related cases regarding the obvious connection to “Fume Events” are on the rise,especially in connection to aircraft of the “BAe-146” type of British Aerospace
many of the affected turn to a specialist of the University of New South Wales,Professor Dr.Chris Stein,who is employed by the “School of Safety Science”,who features in the 2005 film “Ungefiltert Eingeatmet”/”unfiltered inhaled” by Tim van Beveren,he states;”at first two pilots and a flight attendant came to me,then came five,then another ten,then twenty,at this point i realized that there was something going on,then i was contacted by a french colleague who had the same numbers coming to him,with the same problems,it became clear that this was an international problem”.
this year produced an incident of air quality problems regarding the “BAe-146”
the Australian bureau for flight safety investigation (BASI) made certain recommendations in a preliminary report (Nr. 199702276),yet,the civil aviation safety board CASA ignores the report and refuses to act.stating that the board of directors did not agree with the findings.
the only substantial investigation into a “Fume Event” where fumes penetrated the cabin of a “BAe-146” Freighter of National Jet Systems on approach to Melbourne Airport resulted in the finding that the pilot was unsuitable to continue flight duties.
the ATSB (formerly BASI) lead a comprehensive investigation into similar incidents and found that they are “extremely rare”,furthermore their report stated that the effects of fumes in the cabin amount to a “safety deficit”.
three scientists from Australia,France & USA
Jean-Christophe BALQUET (FR),Harry HOFFMAN (USA) and Chris WINDER (AUS)
working independently from one another but aware about each others work,found a unifying name for the until then,unknown phenomenon i.e. the effects of poisoning due to contaminated cabin air and its resulting health implications: AEROTOXIC SYNDROME
– Jean Christophe BALQUET works as an environmental scientist,paleontologist and is a consultant to the UNITED NATIONS.
– Harry HOFFMAN (deceased 2004) worked as a doctor for the U.S.Air Force Medical Corps and as an occupational doctor in California
– Chris WINDER (deceased 2014) was a Toxicologist at the University of New South Wales
Original article filed under: Aerotoxic Syndrome Adverse Health Effects following exposure to Jet Oil Mist during Commercial Flight.
the Australian Senate ordered an Enquiry, authorities,airlines and industry are mandated to attend the hearing.
Mick TOLLER,director of the Australian Aviation Authority (CASA),undoubtedly,all planes can from time to time have a fume or mist event,i think ,we have proven beyon any reasonable doubt that this is in principle a problem with the design of the air conditioning systems since leakage from the turbine into the “Air Bleed” can happen.
British Aerospace stated: the engine is the only source which contains high pressure and high temperatures inside any jet plane.
the fact that the air is removed before it is re-introduced into the “burn process” means that no residual combustion products are present in the air.
the air taken from the engine is fed into the rear of the plane where it is portioned off into the air-conditioning systems after the temperature and pressure have been reduced,only then is it fed into the cabin.
the same system is employed with the Cockpit where the air is fed in via a system of tubes,the only difference to the passenger cabins lies in the amount which is double that of the passenger cabin,therefore the pilots receive ten cubic feet of air per minute,while passengers receive five cubic feet per minute,the entire supply is sourced from the engine compressor.
nevertheless as British Aerospace admitted:”from time to time we do receive reports of odors in the cabin,responsible for this,we believe are minute system errors such as oil leaks in the secondary and/assisting turbines of the engine”.
Mr.Black,Senior Vice President,Engineering Customer Support and Quality at British Aerospace referred to a report by Professor BALOUETS by stating:”the BALOUET report
identified 500 odor or fume events worldwide,if one compares the 93 cases which were recorded by the Australians to 500 cases recorded worldwide it doesn’t seem unreasonable according to ones expectations.
BALOUETS report further states that carriers in Alaska received 1000 complaints and 600 complaints were recorded by Canadian carriers,30 of which ended up in the courts.but
regarding the 146 i am not aware of any outstanding cases or any legal action connected to this particular aircraft model.once again according to BASI statistics only 12 of the 93 cases or incidents are based on the 146.
with the weight of human suffering and evidence,which obviously is present,there must be something.on the one hand we are certain that there is no flight risk in existence and we adhere to every regulation stringently regarding the 146,but taking in account the sheer volume of evidence,it is possible to conclude that in fact there is a problem.
yet the combined evidence cannot prove that our plane leaks more than any other plane,nor does it prove that our plane releases dangerous and toxic chemicals into the cabin.
we know that a health-risk exists and we shall continue our combined efforts with ASHRAE and ASTM to identify the source.”
the Australian carrier ANSETT made the following statement to the committee:
“in our worst year 1992,only 1.5% of all combined BAe-146 fume/odor event reports were actually officially lodged,today,this number is far less,even with our mandatory reporting system.”
in 1992 all engineering log reports showed that all 66 flights reported the presence of odors,yet in the first half of that year the report showed that this only happened to every 160th flight.if we only give importance to events reported by cabin crew and their reports we find that the result is that only 460 such events are recorded among all combined flights.
Cpt.Trevor JENSEN,ANSETT AIRLINES/Australia:”the source of the odors was identified as Mobil Jet Oil which leaked through a seal from the aggregate into the air supply”.
Bill BLACK,British Aerospace:”we do not doubt or dispute at all that there is a general health risk,the number of affected alone makes it clear that there is a problem,but what i would like to clarify is that there is no proof whatsoever which could be attributed to either a design flaw of the plane or point to a fundamental flaw of Mobil Oil,neither have we hinted that we reject the accounts of those adversely affected,it has become clear that there is a problem and it must be dealt with.
after two years of hearings the Senate came to the conclusion that the Aerotoxic Syndrome exists and that it is factual,furthermore the Senate concluded that it causes a significant health risk the short and medium term and that this risk is probably persists in the long term.
the committee made several recommendations to the government yet only one of the recommendations was implemented through the authorities.
BAe’s Bill BLACK obviously gave contradictory evidence regarding the effects of fumes on the passengers and crew of the BAe-146.
British Aerospace retrospectively tried to clarify with the following statement:”the point Mr.BLACK tried to emphasize was simply,that under consideration of symptoms,which are identified by crews of a number of aircraft designs (not just the BAe-146) it is hard to deny the existence of a worldwide health-problem in any form.”
“none of the test results or other data which have been collected thus far,to the knowledge of BAe,have shown any connection of the said health questions to the design of the BAe-146 or to the aircraft industry in general.”
it’s the year in which Lufthansa Captain VERMEER(Name was changed) was surprised by altogether 9 separate fume events inside the cockpit.
in January 2002 it even happened twice on the same day,the captain and co-pilot flew a BAe-146 AVROLINER maintained by Lufthansa
during the flight from Katovice to Frankfurt,an unbearable stench ,much like old socks,developed in the cockpit according to a report by DER SPIEGEL
“the stench is unbearable,Capt.VERMEER describes how with a booming headache and an urge to vomit both pilots struggled to reach their oxygen masks,only then did they really fathom how bad they actually felt before donning the oxygen masks,he remembers putting on the oxygen masks as like “lifting a heavy fog from myself and my co-pilot in an instant” after a safe landing the aircraft is handed over to a group of engineers.
in the coming years VERMEER will be confronted with more such incidences,slowly he also becomes aware of drastic physical changes and an ever deteriorating health such as
tiredness,fatigue,exhaustion,hick-ups which last for 3 days,followed by irregular heartbeat.his doctor then prescribed a psychotherapy which he completed.
he continues flight-duties for a few months.
the stench followed by his health-problems though continue to return,almost 50 times in the next 6 years is he involved in such incidences.
the health consequences that followed were severe anxiety and panic attacks of a very persistent nature,after a diagnosis by a psychiatrist he is found and certified to be unfit
for further Flight duties.his dream as well as his employment has come to an abrupt end.
Lufthansa’s subcontracting company CITYLINE cancelled the employment contract with immediate effect,as punishment so it seems since VERMEER made several complaints about the “Fume Events” and demanded answers and solutions.even to outsiders he was more than vocal about his experiences,on many occasions did he voice his concerns to journalists and he never stood down from his opinion that the aerotoxic problem is a serious health problem,not just for the flight-crew but also for the passengers.
such engagement was ,of course unacceptable to the German Lufthansa AG,who after his diagnosis completely ignored any further communications and even goes to extreme measures such as
– no further wages are paid ,since he cannot fulfill his contractual obligations
– no official dismissal notice is given to stop the pilot from bringing the subject to the attention of the courts and thus to the public
– no alternative,ground based employment is offered,in the eyes of the company he must receive due punishment
VERMEER from this point onwards must live off the “Lost-License Insurance” which guarantees a minimal basic income,but only for a short time period which expires in 2015
after which VERMEER has to take his ex-employer to court,which in his case will be a mere employment tribunal which awards the former LH captain only a very small severance pay,in return,he must submit to a stringent secrecy agreement which states – the plaintiff is forbidden to contact any media,or to name Lufthansa/CITYLINE in any
way to any connection to either oil-fumes,contaminated cabin air and or other aircraft and flight related “fume.events” since the plaintiff is aware that this would violate the agreement to which he has committed,any violation of the said agreement carries an automatic penalty of no less than 11.054 EUROS
14 years since the secret agreement between BAe and the airlines and finally,through the actions of Senator Kerry O’BRIAN,the agreement is exposed.
the documents clearly point to the facts that the problem of contaminated cabin air was well known,but kept secret due to economic reasons.
one of the documents was a signed contract from 03.09.1993 between Ansett, British Aerospace (BAe) and East West Airlines (EWA)
BAe agreed to make a payment of 750 000 AUD to Ansett and EWA as a final compensation payment,after acceptance neither party could make any further future claims
regarding any oil and/or fume events concerning cabin air.the document was footed with a secrecy clause which stated the following:
– “the existence and terms of this agreement are confidential between the parties hereto and shall not be disclosed by any party in whole or in part to any other person
or body without the prior written consent of the other parties.”
the reaction of the then president of the inquiry commission,Ex Senator John WOODLEY,who meanwhile worked as a Pastor in his local community:”i am convinced there has
been a cover-up,i am certain of that,the silence has been bought,if we had this information available to the original inquiry,we would have already recommended that this type of aircraft be taken out of service.”
due to the fact,that many CONDOR flight-crews became ill and had to quit their jobs,the German State TV ARD Business Program “PLUSMINUS”, in conjuction with their Swiss colleagues retrieved test-samples from Condor Aircraft to search for toxic substances.
the laboratory of the University of British Columbia,Department of Health and Epidemiology,ran the tests,in charge was Professor Christian van Netten,90% of test-samples contained residues of Tryklesylphosphat (TCP).
the highest levels were found in a Boeing 757 with a TCP-value of 154.9 Micrograms per 2 square-meters,a thousand times higher level than the sample average.
Condor at first to an interview but cancels at the last moment ,instead makes a short written statement:”For CONDOR the highest priority is given to the health and safety of passengers and crew.”
stimulated by the press coverage of the ARD business program “PLUSMINUS” about contaminated air on board passenger aircraft,many opposition politicians of the Buendnis 90 and Green Party demand answers from the government.the parties were concerned that a similar problem was also present in Germany and as the Government was not involved, no protections for passengers and crew were guaranteed.the reply by the Federal German Government (CDU/SPD) followed :”the government has no knowledge of anything that may endanger flight-crews and/or passengers.”
CONDOR,as a reaction to the increased media reports,initiates its own investigation into its fleet,but the results were to be kept secret for five years,even to their own employees.
the investigation focuses on TCP-levels in all aircraft (AIRBUS & BOEING) of the entire CONDOR fleet and its flight-services according to regulation VDI 4300.
the results were more than alarming,TCP-Levels in all of CONDOR’s aircraft were found to be extremely high,especially in the following aircraft types
– Boeing 757 300: 5 out of 12 aircraft
– Boeing 767 300: 6 out of 12 aircraft
– Airbus A320: 11 out of 12 aircraft
the final report stated :”if we are looking at the measuring points of TCP-Levels,which were highest at the front of the aircraft of the type Boeing 767 300 an AIRBUS 320,it becomes clear that pilots and flight-crew especially are most affected by high levels of TCP.
on the other hand,Boeing made a statement to German TV ARD:”at the moment,we have no data whatsoever that would suggest that the health of passengers and crew are affected in any way by our bleed -air systems”.
in the meantime,an Australian court awarded a stewardess compensation for exposure to contaminated cabin air.this ruling by a court did not go unnoticed by the aircraft and flight lobby,among them the Federal Union of German Flight Carriers,whose president Ralf Teckentrup was also the acting CEO of CONDOR.
in order to attain a better understanding and evaluation of the consequences stemming from the Australian court’s judgement,representatives of all major German airlines were invited to an internal meeting.
the Protocol of this internal meeting, bearing the header;”Bleed Air Contamination/Cabin Air Quality”, is leaked by an insider:”the BDF fears that the Australian ruling may present a precedent,and if the circle of affected would widen from air-crews to passengers and this would come to the attention of the media,the discussion would reach a new dimension.
if the direction of any public discussion shifted,this most likely would result in a massive loss of reputation for all German Airlines,which meant a possible loss of passenger numbers.
furthermore,special attention must be awarded to the participation of the Federal Society for Transportation (BG Verkehr) and the Office of the Federal Air-crash Investigation Union (BFU) at the Emplyment Safety Conference,since a new dynamic could emerge if both these institutions were to initiate further investigations.”,”the position of the BDF is to form a unified framework,among all members,to construct the right language for a written statement,which could be used,if the BDF or any of its members requested such a statement.
on a flight from Vienna to Cologne,the biggest “fume event” to date takes place.aboard an AIRBUS A319 of the German airline GERMANWINGS.
during landing approach the pilot and co-pilot both registered a strange odor,the co-pilot stated:”we struggled to remain conscious,we were overcome by dizziness and experienced severe tunnel-vision”.
the pilot was unable to configure the auto-pilot and barely managed a manual landing.the co-pilot was escorted off the plane by a nurse,the result,no official report was lodged neither was any investigation into the incident initiated.
GERMANWINGS reported to the BFU the odor came from de-icing fluids and no employees displayed any symptoms of poisoning.the decision of the BFU is that no further investigation is necessary
Cranfield University publishes a Study
the study was commissioned by the British Government,after all situated in England were: Rolls Royce Engine & Turbine manufacture,British Aerospace (already amalgamated with AIRBUS) and the state-owned British Airways.
although only 100 test flights,which is a comparatively small number of samples,were made overall,the government,manufacturers of aircrafts and engines,airlines and the EASA referred to the study as evidence that contaminated cabin air did,in fact,not exist.
the result of the study read as follows:”there is no evidence of any pollutants in the cabin air,in any concentration which could result in a breach of health and/or safety guidelines.”
Jeremy RAMSDEN,Professor of Nanotechnology at the Cranfield University on the other hand staunchly criticized the study:”the sample ratio was far too small to support any thorough conclusion.” shortly thereafter ,he was sacked.
for the first time the GERMANWINGS incident from 19.12.2010 is being discussed at the Bundestag the,seat of the German Parliament at the time.invited to the hearing are a number of Experts.the causative forces for this hearing were the Buendnis 90/The Green Party,represented by Markus TRESSEL,to prevent further cases of contaminated cabin air in aircraft and to get to the bottom of the said GERMANWINGS incident.
BFU Chief Investigator Karsten SEVERIN is tasked compile an investigatory report.he collects all evidence available from GERMANWINGS,he even interviews the pilots.
originally the BFU rejected any calls for an investigation,but caved in under the public and parliamentary pressure,if pilots can barely manage a manual landing then this should
present a scenario for the BFU to investigate according to regulation,in any event this problem could be a potential safety risk.
after one year SEVERIN presents his first preliminary Report in which he stressed the critical Blood Test Values of the pilots and asks for further scientific examinations.
the report stated that:the pilot’s had their oxygen blood saturation tested,the results were well below 80%,the pilots in question therefore were unable to continue flight duties for six months.
yet again the German Parliament discusses the subject of contaminated cabin air in aircraft,another inquiry triggered by the Green Party’s Minister Markus TRESSEL.
Peter Wichtel of the CDU:”i want,at this point clarify that in the past there were several reasons for odors in aircraft cabins and by no means did all of these events be attributed to oil fumes,there were many other reasons such as,kitchen fumes,defective coffee makers,burnt and melted cables and plastics.therefore authorities and regulators on both national and international level did not see any reason to act,it must be notably stressed that the authorities and regulators did not have a functioning system in place by which such incidences could be reported,in what way the flight of GERMANWINGS from December 2010 contributed to what we are discussing today depends on the investigation by the BFU,we therefore,must await the conclusions of their report.let me finally sum up,the cabin air issue is in good hands,the methods by which any evidence is reported are sound,i think that the questions by the green party and the opposition SPD,the measuring methods and everything else has been covered and i therefore reject any further questions on this subject.” members of the the ruling parties (CDU/CSU/FDP) erupted into a stormy applause.
Hans Joachim HACKER (SPD):”so what has happened since 21.09.2011?,the experts have largely voted unanimously in their reviews,even the representatives of the airlines have stated that their is a serious problem without any doubt,even if it was illuminated in a different light,for the life’s of passengers and crew,yet NOTHING has been done,they behaved like the famous three monkeys,we heard,saw and spoke NOTHING.what are you actually waiting for? are you waiting for the industry to solve this problem alone,without political involvement and help? at the moment no one can solve this problem alone and by themselves,you could open a path for a solution and show the way for all involved as well as for the political parties (Bundnis 90/Green Party & SPD).”
the FDP (Liberal Democrats) said:”regarding the safety,there is not a single incident that would require an instant or general change in any regulatory framework,i tell you,you are ignorant if you do not take the report results of the BFU serious.,i ask you,how do you actually deal with the subject of safety? how are you dealing with the subject of health and safety of passengers and crew? you are displaying a bottomless ignorance towards this subject matter and the unwillingness by the government to act is unbearable.
Torsten STAFFELFED (FDP) ridicules the subject :”if we are talking here about contaminated cabin air the colleague HACKER is obviously already contaminated and suffers from tunnel vision.
before this session i made a quick phone call to AIRBUS to inform myself and they told me that the de-icing liquid must have accumulated in a puddle and only reached the pilots cabin which led to this incident.”,”the number of problems we have here is so minute and also the level of contamination is so small that it is safe to say that there is no greater problem present,the number of incidences lies way below any perception threshold.and since we are at this subject,you seem to have a perception problem and tend to try to generate a larger problem when in fact none is present in this form.we therefore reject any further discussion you can be certain of that.”
to finalize the hearing i’d like to add:”those who believe that contaminated cabin air causes discomfort during flight are those who believe that this could be prevented by simply opening a window during flight.”
Markus TRESSEL(Buendnis90/The Green Party):”my dear and honored colleagues of the (Majority) Union and FDP,why are you so opposed to more health and safety and the protection of workers at their jobs of our airlines?,why do you ridicule those affected ?,i have received hundreds of phone calls in the past few weeks at my office,i certainly known that some of you have accused these people to be handicapped in one form or another,or even to be crackpots,who suffer physical discomfort from anything but this, you are certain that their problems have not arisen from contaminated cabin air,i tell you,you are not taking the worries and strains of those affected serious,furthermore,you refuse to take serious the safety of our air travel,i can only hope that you will come to your senses and support our proposal,so that we can together find a pathway to a solution of this problem.”
the Hearing was closed by the vice president of the green party/bundnis 90,after the votes were counted any proposal or recommendation was rejected since the FDP and SPD parties abstained from the vote 17/7480 titled “prevention of contaminated cabin air in aircraft”.
Tore PRANG,of AIRBUS makes a public statement at the German TV channel ZDF,which enquired about contaminated cabin air,he states that there is no such thing as “aerotoxic syndrome”,but instead he claims:”there is a problem with Hyperventilation,if people become restless because they are in a situation where they are convinced that they are being poisoned,they quickly start to Hyperventilate,this in turn leads to a lack of perception and symptoms similar to paralysis,and exactly this is what our special air medics have observed.”
Richard M.WESTGATE,a long term seasoned pilot who flew for many years,dies after being unable to find any medical practitioner able to help him,he donates his body to science for further study.
the autopsy of Richard M.WESTGATE confirms severe nerve,brain and heart damage.because of his symptoms WESTGATE in vain,sought the help of several doctors and specialists,yet one were able to help him in any way.
he was not at all satisfied with the initial diagnosis of MUENCHHAUSEN SYNDROME,he turned to a group of specialists,the very same specialists who later formed a union whose task it was to find a plausible answer and effective diagnosis for people who suffered the same fate as WESTGATE. this group of specialists also performed the autopsy on WESTGATE,
Dr.Michael MULDER,Physician and part of the “Westgate Research Team” said:”i have proof that there was irreversible damage done to the brain and peripheral nervous system,it shows that many symptoms characterized,are in direct connection with those associated by “aerotoxic syndrome” which seems to inhibit the normal functioning of certain parts of the brain and body.”
WESTGATE’S former employer BRITISH AIRWAYS published a statement:”we would never operate any aircraft if we were in the believe that such aircraft could pose a risk to the health and safety of our employees and customers.”
since WESTGATE was a British Citizen,the circumstances of his death and any autopsy or investigation fell under British judiciary law under which a coroner and judge act on behalf of her Majesty in this case the task was awarded to Sheriff Stanhope PAYNE,nothing further was made public about WESTGATE.
an internal memo (leaked by an informant) of CONDOR unveiled how the airline dealt with the media:”through pro-active communications in the form of press-releases and their distribution through DPA the German equivalent to Reuters (Deutsche Presse Agentur) are we able to stir,direct and control any reports in the media.”
Problems with the BOEING 757
after BOEING for years repeatedly declined any interviews with journalists regarding this problem,an internal email granted a glimpse on how BOEING seemed to deal with the problem,an informant from the USA made this email available to journalist Tim van BEVEREN it was send by George Bates,a high ranking engineer of BOEING.
the email was sent on 26.10.2007 entitled “Toxicity?” the email content stated a problem with the aircraft type BOEING 757 with Rolls-Royce RB-211 engines,”by-products of the oil entered the airflow”.”blue smoke entered the cabin”. and “visibility became limited”.
one is disturbed and worried by the by-products which emanate from heated engine oils,the concluding part of the email stated that in order to get anything done ,first we must wait for a serious incident with “gravestones”.
Tim van BEVEREN asked Rolls Royce for a statement regarding the accusations,their reply:”Rolls Royce does not wish to take part in any reporting.”
Germany Office of the BFU
after strong critic and bad publicity the BFU makes a U-turn and publishes a bulletin with the title:”trouble,interference and accidents the operations of civil airliners.” stating that
“contaminated cabin air during fume events can cause negative health effect to passengers and crew” and “that the safety margin was reduced to a point were the likelihood of an accident was indeed a possibility.”
we recommend further investigations by EASA
Partrick Ky Executive Director of EASA stated in an interview with the German TV channel ARD about safety during air travel:”i believe,that measured by the quality of cabin air,any air travel is totally safe for passengers as well as for the crew.”
the green party minister Markus TRESSEL and his colleagues submit a further inquiry to the German Parliament regarding “contaminated cabin air in civil aviation”.
according to the list of evidence to be submitted it becomes clear that the BOEING 757 is by far the most affected aircraft.in Germany only CONDOR runs a fleet of BOEING 757.
the Green Party/Bundnis 90 announces a rapid increase in reports of contaminated cabin air,within one year,a fourfold jump in numbers were recorded.
“it’s a further piece of evidence that such incidences of contaminated cabin air are for more numerous than the Federal Government has admitted after many enquiries.
a statistical analysis of the BFU in the spring of 2014 showed that the number of cases investigated,and known to the authorities, were far lower and insubstantial than those actually reported.
Richard WESTGATE United Kingdom
as a result of the death of Richard WESTGATE,Sheriff PAYNE’s written report titled “report for the prevention of future deaths” is send to the CEO of BRITISH AIRWAYS and the CIVIL AVIATION AUTHORITY,he is concerned that;”components of Organo-phosphates are present in the cabin air”,”there is no oversight”,”passengers are exposed to these components”‘,”no regards are given to individual genetic differences of human beings” and “that health impairments of those in control of the planes could lead to the deaths of the passengers”.
in a report the BDL commented on the problem
“we are,since 2012, in contact with the airplane and engine-oil manufacturers,as well as with the designers and the producers of filters,oils and sensors the dialogue is ongoing.”
in the past 3 years the number of questions by patients,with symptoms and complaints arisen from fume events, to the UMG Gottingen have accumulated.
Dr Astrid HEUTELBECK,Institute for Occupational Medicine.”we cannot expect to encounter a unified picture of the nature of complaints,the technical incidences which then lead to the release of an individual pollutant spectrum,also display individual symptoms by the exposed patients.
Organophosphates , residues of oil and kerosene were all present in blood and urine samples,as well as de-icing fluids,which entered the engine compartment where it is burned and then leaked into the cabin air,all these elements contain toxic substances.”
To read the full report in German click here of 1944 to present day…