How Planes Poison YOU! Aerotoxic Syndrome: Aviation’s Dirtiest Cover-up. FREE Foreword Chapter 1.

Front Cover for How Planes Poison You!

Foreword by David Learmount

1. Decades to disaster

2. In the beginning

3. Shattered dreams

4. What is Aerotoxic Syndrome?

5. A fundamental design flaw

6. A cover-up

7. Health or Wealth – which is paramount?

8. Testimonies & Evidence

9.  Lose, Lose

10. The nightmare continues

11. The known, available solutions

12. Beginning, Middle & End



Book Dedication: To the children of Flight XLA 120 on 1 February 2007

“The health of the people should be the supreme law”

On Friday 24 April 2020 UK Prime Minister Boris Johnson quoted,
in Latin, the Roman statesman Cicero

 “The greater the challenge, the greater the victory”

Captain Russ Watkins 1978

I only wanted to fly aeroplanes…”

Captain Brian Porter 1977

Foreword by David Learmount

Aerotoxic syndrome exists. But so does systematic denial by the aviation industry and its government backers. As an aviation journalist for 35 years at the time of writing this Foreword, for a long time I believed the industry when it told me, hand on heart, that the dangers to pilot and passenger health of engine oil fumes entering aircraft cabins were dramatically exaggerated and very rare. But eventually I agreed to meet two former airline pilots who had suffered damage and lost their careers to aerotoxic syndrome. I had, however, met others before and had not been convinced, so what made the difference this time? Tristan Loraine and Susan Michaelis provided me with the technical data and evidence of something that had been going on for years – about 50 years.

They informed me about the chemicals involved, the ongoing biochemical research into the damage these can cause to humans, the fume event occurrences and what makes them happen, and the human stories of pilots and cabin crew affected. And through them I met a network of aeromedical specialists and biochemists who were studying the issue in detail. Then I started asking questions again in the industry, but I was much better informed this time. No aircraft or aero-engine manufacturer denies that fumes from engine oil can get into cockpits and cabins, nor do they deny that these ‘fume events’ happen from time to time. They do not deny either that these engine oils contain organophosphate materials that can cause neurological damage in humans. The oil containers even have warnings on them to that effect. The reason the industry and its government backers can keep the lid on this issue is that the burden of proof about the damage these fumes can cause rests with the victims.

The industry answers charges about health damage by denial and dissembling, which the system lets them do because of the rules about where the burden of proof lies. The industry’s lawyers are masters of technical points of law that enable them to claim that the victims have no legal proof of the connection between Aerotoxic Syndrome, a fume event and the symptoms that the victims suffer as a result. The lawyers can argue that the cause might lie elsewhere in the victim’s life, or in their metabolism, and this ‘negative’ allegation is very difficult to disprove. There is a precise parallel here between the legal war fought for years between the tobacco industry and damaged smokers and the medical world who were looking for the proof of a connection between tobacco smoking and lung cancer.

Everybody knew that there was a connection, but the burden of proof was with the victims, and until a precise biomarker could establish that the cancer was initiated by the effects of tobacco-based chemicals in specific individuals who smoked, the industry could go on denying. The only difference between these two cases is one of scale. The health effects of tobacco affected billions of people worldwide, whereas although aircraft fume events happen regularly, they only occur once every several hundred flights. And when they do, some individuals are affected while others are not, because of metabolic differences between individual humans and the frequency of exposure that any individual suffers. The fact that fewer people are involved makes it easier for the industry and government to continue the denial, and more difficult for those damaged to seek any form of redress – or even acknowledgement of their medical condition. It means ordinary doctors are kept in ignorance of the syndrome and its symptoms, making misdiagnosis more likely.

The fact is that, for those who are affected, the effect of aerotoxic syndrome on their lives can be devastating. For that reason it is obscene that the industry washes its hands of the issue, and even worse that governments collude, because there are ways of reducing or even eliminating the risk of airborne fume events. But while denial exists and governments collude with the manufacturers and airlines, these remedies will not be applied. That is what this book is about.

David Learmount, Operations and Safety Editor, Flight International/Global

October 2014.

‘Broken Wings’ excerpt from 2011 (Credit: Fact Not Fiction Films).

1. Decades to Disaster  

On Monday, 5 August 2019 two passengers, Gayle Fitzpatrick and Stephen McConnon were on a British Airways (BA) Airbus A321 from London to Valencia, Spain for a holiday. But little did they know that their flight would become a flight to hell, as they fought to breathe due to an in-flight ‘Fume event’ accident. 

Here is their exact, complete, and unabridged testimony:  

“This event, as most of you know, happened on 5 August this year. So just under five weeks ago. BA are trying to fob passengers off with vague lines of “still investigating” and hoping we will forget what happened. Zero customer care. Even less compassion.  

Stephen and I were two of 175 passengers on BA422 flying from London Heathrow to Valencia. 1 hour 55 minutes flying time.  

During the last ten minutes of flight there was a large bang noise, and then white smoke and fumes started pouring thickly in to the cabin. It was like being in a club, standing on the dance floor when a smoke machine starts pouring out for atmosphere. Except this was on a plane, which was still flying. We couldn’t see two seats in front of us. The cabin crew stopped communicating with passengers from there on in….yes, we had no further communication from them in the most critical of circumstances.  

The plane very suddenly started an extremely sharp descent. Cabin crew then donned chemical suits and masks. No oxygen masks came down for passengers. We now know this was because in the event of a fire the deployment of oxygen masks would increase the risk of a mid-air explosion. This was not explained to passengers who became confused and scared understandably. It was completely surreal.  

We were relieved when we landed and desperate to get off the plane, but for a further 10 minutes, while the plane cabin was thick with smoke (see video) we were confined as cabin crew couldn’t open the doors for whatever reason. We could hear the sound of several fire engines outside the plane. Panic was beginning to set in. Lots of families on board trying to keep their children calm, despite their own obvious concern and fear.  

When the doors were eventually opened, we were directed by the hands (not voices) of cabin crew to jump down the emergency chutes. Some passengers (only a handful) insisted on taking their hand luggage(!!) Most didn’t. Everyone was grateful to get off the plane and breath actual air. Many were crying, disoriented, some nervously laughing, some screaming in terror, and wandering aimlessly in a state of shock.  

On the runway, Spanish groundcrew then directed passengers to areas far from the plane. It was clear there was concern it could still explode.  

After a period of time elapsed, maybe ten or twenty minutes, buses arrived to take bewildered passengers to the terminal.  

Would you believe that after that experience passengers were put through passport control? Again, completely surreal. I cannot overuse surreal enough.  

Thereafter passengers were left without communication for nearly four hours….most just sitting around waiting for any communication…and not only about the retrieval of their hand luggage, but hold luggage.  

Despite the fact that passengers had been subject to severe levels of thick toxic, white smoke and fumes we received no medical checks or even a bottle of water on arrival or for the hours after….meanwhile British Airways put out a media statement saying they were supporting passengers on the ground. This was a blatant and disgustingly cynical corporate lie.  

We know the following facts now, and not directly from BA who say they are “still investigating” …  

1. Our pilot landed the plane “blind” as a consequence of the cockpit being completely consumed with the thick white smoke that filled the plane cabin  

2. Valencia airport was advised to close the airport ahead of our plane coming in  

3. Staff in the airport reported that they had been told our plane was on fire and emergency services deployed  

4. The same plane had been grounded twice in June for toxic fume incidents  

5. A captain refused to fly our plane in the months preceding due to known issues of it being a “gas chamber”  

6. On 6 August a new engine was flown from Prestwick via Toulouse to Valencia to replace the engine which had caught fire due to a failed ball bearing  

7. Cabin crew and pilots were advised not to speak with passengers or media about the incident  

8. The plane, G-MEDN is now back in service operating as BA1488 London Heathrow to Glasgow  

Just a few last points….  

Before the LHR flight even took off I noticed a foul, chemical smell. I remarked on this a number of times. We now know other passengers noticed this too and complained to Cabin Crew halfway through the flight. This is known as a Fume Event. Did you know you should formally report this? I didn’t until the last few weeks….  

The last few weeks have been a crash course in learning about the insidious secret airlines don’t tell you….we fly being constantly exposed to toxic fumes that provide our breathing air. This “air” which is generated by the very engines that fly our planes contains organophosphates which are known to be carcinogenic. Most of the time these fumes are low level, but on an increasing number of occasions reports are coming in that the levels are dangerous and have led to planes being grounded, emergency evacuations and now a number of cabin crew, pilots and even passengers with life limiting/threatening illnesses and in some cases death.  

Airlines have the option to use filtration systems at a cost of £10-30k per plane which would remove the threat to their pilots, Cabin Crew and passengers. There are no filtration systems on planes except the large dreamliners. The air filtration issue has been known by the airline industry for over 50 years. It seems the allure of big money is more important than passenger safety.  

BA are trying to fob us off. They hope passengers will forget about the incident above and not come looking for answers, but after that experience I believe we deserve those at the very least. Please retweet and help hold British Airways to account.  

If you read this far, thank you and well done”.  

Gayle Fitzpatrick  

2019 © Copyright.  

Report from  Av Herald

Accident: British Airways A321 at Valencia on Aug 5 2019, smoke on board.

  Scene on board (Photo Credit: Lucy Brown)
  Evacuation in progress (Photo Credit: Lucy Brown):

Welcome to Aerotoxic Syndrome. This accident not only happened to Gayle and Stephen but also to the other 175 passengers and 8 aircrew on that flight – a total of 183 ‘souls on board’. 

Every single passenger and aircrew who takes any ‘bleed air’ flight, including you, are potentially affected.  

You will discover in this book that there are many more ‘passenger’ than aircrew accounts, this is due to the fact the passengers are generally fit and normal prior to flying and have actually paid good money to be in a confined space with no escape.

But when they find themselves getting sick as a result of a flight they are clearly not “putting it on”, swinging the lead, acting or blaming ‘nocebo’ effects or other nebulous medical reasons – especially when a whole, much larger passenger group are all affected altogether at once; as we shall see again later on with Flight XLA 120 of 1 February 2007.

The depressing truth is that first class and business passengers think that, because they pay lots of extra money, they somehow get or deserve a ‘better class of air to breathe’.

In fact they are all actually breathing exactly the same air as the rest of the passengers and aircrew 

This was graphically proven in November 2019, when a first class passenger was made very ill while still on the ground and was off loaded with her husband, along with three cabin crew who would have been equally badly affected.  

Who actually wants to be acutely and then chronically sick. Can we all again agree that only a few crazy nutters would do?  

You will soon learn that there are shockingly around 1,000,000 frequent flyers and aircrew with Aerotoxic Syndrome in Europe alone. Therefore Gayle and Stephen, two members of the public whose health dramatically changed after their 5 August 2019 flight and unknowingly became the 1,000,001 and 1,000,002 sufferers of Aerotoxic Syndrome.

This illustrates the crazy numbers of what has become a ‘Cover-up game’ for industry, over six long decades.

It is known that, ironically, a senior BBC Panorama and TV producer husband and young family were also on the same Valencia BA flight. But once individual passengers get divided from the flight group, it is virtually both impossible and impracticable to keep tabs on them and their individual health, which from the airlines point of view, they don’t want to do, in any way – as the passengers can soon become an expensive liability.  

However, all the time – while reading this book, please do be thinking: ‘Hang on, that could be, or even was me, myself and I…’  

As the infamous Darwinian ‘self-gene’ is well and truly at work here, in this epic selfish, money-based cover-up.  

Additionally, if you haven’t had any direct experience of the Aerotoxic Syndrome scandal yet, you may forever believe the myth or conspiracy theory that the serious illness from poisoning is all only in a few crazy people’s (professional aircrews) and passengers heads… and blood, hair, toenails, fat, liver and brains.   

For now, just imagine that you were one of the 173 other passengers on this particularly terrible flight from London to Valencia, sitting in maybe row 12a, with your vulnerable aged parents and your very young, precious infant family.

This book has been specifically researched for 40 years and written, just for you – fellow airline passenger and aircrew members.  

This particular notifiable ‘Accident flight’ of August 2019 featured prominently in a new, latest Cabin Air Quality documentary film ‘Everybody Flies’ (2019). While presenter Mike Powell of the BBC actually ‘starred’ in that movie; meanwhile his colleague BBC Transport Correspondent Tom Burridge calmly reported the continued chronic passenger ill health ‘story’ many months later on 25 February 2020, after yet another separate, but even more serious passenger ‘Fume event’ flight where Burridge summarised his story as: 

“The toxic gases that may (sic) be harming aircrew and passengers.” 

Couldn’t this summary be considered the most understated, but typically BBC balanced claim ever, of the past 20 years?   

Everyone knows that serious, highly visible oil fume events like this formally logged accident, only ever happen several times a day throughout the whole world, as the vast majority of flights appear to be so-called ‘normal’. We will soon discover that any known fundamental design flaw can never be ‘normal’. 

The fact remains that these particular ‘accidents’ continue to happen daily, just like car accidents. 

The public get hurt and according to the Authorities, there is at last now begrudging acceptance of evidence of acute human ill health, but officially there is still unbelievably ‘No positive evidence of chronic ill health’ after 60 years.

For example, the UK CAA now publish the following helpful information for: ‘Aircraft fume events information for patients’ (sic) past, present and future.’ 

You are a potential ‘patient’ according to the CAA (Civil Aviation Authority). 

But how do pregnant women, babies, minors and older frailer folk make sense of these soothing words and clichés, when the written word of all professional aircrew is not believed concerning an inconvenient illness, caused by exposure to toxic oil fumes in a confined space? 

All such fume event accidents go into a deliberately and seemingly intentional lengthy investigation phase (this shows the public that some action is being taken, but always – tomorrow…) But his phase normally lasts for several years before any firm conclusions are published for the confused sick public and lazy journalists who, because they weren’t there or were personally affected, just accept the official report of the now long forgotten trauma of those passengers and crew, who can nor will ever forget.

Official so-called ‘Accident investigators’ try to work out what happened and to whom, and to date have previously and internationally repeatedly demanded the known technical solutions, for example, poison detectors system being fitted, as a minimum solution to prevent further accidents.

Smoke detectors, something which every other public place and private home has fitted as standard and by law.

However, even the UK Air Accident Investigation Branch and other regulators fail to enforce their own recommendations and orders, over many decades now…    

So, passengers Gayle & Stephen reported to the BBC still being chronically sick from this random ‘Fume event’ accident flight after 6 months and 20 days. That’s ‘chronic’ by any reasonable doctors’ book, but very, few GP’s will know about this illness, which has over decades become ‘normal’.

Exactly what does chronically happen over six decades to billions (where 4,000,000,000 passengers used to fly every year before Covid-19) of other human beings like you from a little known, yet fundamental design flaw of both unfiltered and unmonitored ‘Bleed air’?

This evidence was routinely and clearly identified, and published in a U.S. published scientific paper back on 11th-15th October 1955.  

So this sad yet necessary, true, story starts but later in this book, you will be invited to compare Gayle & Stephens comparatively recent ‘story’ with US business woman Robin Montmayeur’s Statement of 4 June 2003, following her 13 December 2000 ‘fume event’ flight on an Airbus A 320… and countless other true ‘stories’…  

Be prepared, because it gets a lot worse but very gradually and slowly, a bit like most ‘low dose’ toxic exposures over many years and decades. 

This book is a true record of fact, yet it will likely be read more like a bizarre, sci fi horror story.  

Once upon a time… 

MEDIA RELEASE – 30 April 2020

For immediate release.

With most planes grounded due to Covd-19, there has never been a better opportunity to fit the known and available solutions for the causes of Aerotoxic Syndrome, in the public interest.

New published book:

“How Planes Poison You! Aerotoxic Syndrome: Aviation’s Dirtiest Cover-up”

By John Hoyte & Brett Preiss.

Airlines and Governments have long claimed that there is no positive evidence of Aerotoxic Syndrome, but a new published book exposes their unlikely story out of the air by revealing detailed black and white BBC evidence of mass passenger injury from single ‘fume event’ flights, which have been lightly covered and reported over 13 years by the BBC.

Aerotoxic Syndrome was first named in 1999 by a US doctor with scientists from France and Australia, but there is ‘new’ compelling evidence of over 1,000,000 frequent flyers and aircrew with the hidden disease in Europe alone from a published Dutch survey.

The book raises the public interest question of how did the legal case of a large group of UK passengers (including children) who were poisoned on 1 February 2007 and whose legal case was revealed to the public by BBC Panorama in 2008, finally end?

It also examines the evidence of a 5 August 2019 typical ‘fume event’ accident flight, where the injured passengers again reported to the BBC their life changing experience, but also their determination to also get compensation for their personal injuries.

But what is the bigger picture of this invisible six decade long public ill health taboo story?

Why would a group of international professional aircrew and Unions hold 13 annual Cabin Air Global Cabin Air Quality Executive (GCAQE) conferences since 2006, if there was no evidence of chronic ill health, as claimed by airlines, manufacturers and governments?

While acute ill health for passenger and aircrew ‘patients’ is now finally accepted by the UK Civil Aviation Authority.

Why do BALPA (British Airline Pilot Association) continue to mislead its members after reaching compelling conclusions at their international London Cabin Air conference of 2005?

This evidence and many other examples are explained in this revealing insight into a six decade long dirty secret of aviation with an earlier evidence based MEDIA RELEASE of 21st April 2020 from the Aerotoxic Association.

But fundamental questions are also raised, which are of public interest to anyone who flies in unfiltered and unmonitored ‘bleed air’ jets which have a 1960’s fundamental design flaw. As the Boeing 787 Dreamliner architecture redesign continues to prevent further poisoning, but is still little understood, even by those who fly in this revolutionary jet plane.

On 31st January 2020 John Hoyte, Chairman of the Aerotoxic Association Charity and former BAe 146 Training Captain was elected to present areas for more research at the first EASA (European Union Aviation Safety Agency) Cabin Air workshop at Cologne HQ, Germany for some of the 1.5 million Euros available for ‘Further Research’ into Aerotoxic Syndrome and the accepted and now available, solutions.

Captain Hoyte of Aerotoxic Association Charity presenting areas of ‘Further research’ for some of 1.5 million Euros to other Associations/Unions, Airlines, Manufacturers, Researchers & Regulators at EASA’s first Cabin Air workshop in Cologne on 31.1.20 (Photo credit: Capt. Tristan Loraine of GCAQE)

But now with the Aerotoxic Association Charity being formally recognised by EASA and finally benefiting from government funding – the time to fit the three known and available technical solutions into the generally grounded planes is now; along with the formal recognition of an inconvenient cause of mass public illness.

A single book can never change a whole industry, but with many planes uniquely grounded due to Covid-19 and numerous passenger and aircrew legal cases in the US (Lawsuit against Boeing alleges ‘Dirty little secret’ on flight: Contaminated air’) and Europe, the book presents compelling new evidence to begin the free, open public debate on the BBC and other media into the known solutions, as a matter of public interest for all who fly, but primarily for our children.

John Hoyte & Australian but Amsterdam based co-author Brett Preiss are available at and media may request a FREE Amazon e book copy of our new book, to review new positive evidence, but on Thursday 30 April 2020, only.


Media Release: For Immediate publication. 21 April 2020

Do you have 44 seconds to watch a 21 April 2005 evidence of why 1,000,000 frequent flyers & aircrew are sick with Aerotoxic Syndrome in Europe?

Tuesday 21 April 2020 is the:

  1. 15 Anniversary of BALPA (British Airline Pilot Association) Cabin Air conference at Imperial College, London of 21 April 2005.

Watch a brief, 44 second BALPA evidence:

Watch a longer 13 minute BALPA evidence:

Read the 298 page 2005 published BALPA paper evidence:

  • 12 Anniversary of BBC Panorama ‘Something in the air’ featuring aerotoxic evidence, University College London & a group of UK passengers of 21st April 2008.

Watch a 30 minute BBC Panorama film evidence:

  • 5 Anniversary of Unite the Union’s Len McCluskey call for a Public Inquiry into evidence of Aerotoxic Syndrome with ITN Joel Hills of 21 April 2015.

Read & watch an ITN report of Unite Union:

Questions of Public interest on 21 April 2020 include:

  1. What is BALPA’s latest position on Cabin Air Quality & why?
  2. How & when did the BBC Panorama 20+ UK passenger (including children) group legal case conclude?
  3. What date will the Public Inquiry into Aerotoxic Syndrome be held?

Background evidence:

Aerotoxic Syndrome was first proposed in 1999 by a US Doctor and scientists from France & Australia after years of research to describe the human acute and chronic ill health caused by exposure to toxic oil fumes within the confined spaces of most jet planes, except for the Boeing 787 Dreamliner, in which the design flaw has been resolved by Boeing with different architecture.

With most jet planes grounded due to Covid19, now is a rare opportunity to fit the known and available technical solutions to ALL ‘Bleed air’ jet planes (except for the ‘Bleed Free’ Boeing 787) before mass flying begins again, based on the existing evidence and in the public interest.

Lo-cost British airline Easy jet are known to be trialling the known available solutions imminently and since 2016.

On 30/31 January 2020 EASA (European Union Aviation Safety Agency) hosted the first ever Cabin Air workshop at their Cologne HQ to fund 1.5 million Euros of ‘Further Research’ into the solutions for Cabin Air Quality (CAQ) and Aerotoxic Syndrome, which was first proposed in 1999.

Captain Hoyte was elected by other Associations/Unions to present their suggestions for ‘Further Research’ for 1.5 million Euros to: Boeing, Airbus, American Airlines, BA, Air France, Lufthansa, KLM, Alitalia, Tui Fly, Easy jet, Rolls Royce, Pratt & Whitney, Pall Aerospace, Honeywell etc

The Global Cabin Air Quality Executive (GCAQE) 2006 and other key European aircrew Unions and Associations had presented extensive evidence to the open EASA workshop over two days, both formally and informally.

The ‘Further Research’ suggestions from all four groups to EASA from Associations/Unions, Airlines, Manufacturers, & Researchers can be read here:

John Hoyte of Aerotoxic Association  presents at first Cabin Air workshop at EASA’s HQ in Cologne on 31.1.20  Photo credit: Captain Tristan Loraine, GCAQE.

Further information about the typical human ill health from accidents which are experienced by UK passengers (including children) can be read in this recent article by BBC Transport Correspondent Tom Burridge from 25 February 2020:

Fume events: The toxic gases that may be harming aircrew and passengers

And a recent BBC File on 4 ‘Something in the air?’ by Mike Powell also on 25 February 2020.

A typical oil fume event ‘accident’ flight here from 5 August 2019.

Read about a recent US Flight Attendant legal case settlement on 31 January 2020 here.

John Hoyte issued the following quote in addition to his formal Statement dated 21 April 2020, which is available at

“There are around 1,000,000 frequent flyers and aircrew with Aerotoxic Syndrome in Europe alone, with around 135,000 in the UK and 34,000 in The Netherlands according to a published, 2017 Dutch study. Today must be the right time to start the process of fitting the known and available technical solutions to planes grounded due to Covid19 – in order to prevent further cause of mass public ill health in the future, which must be in the flying public’s best interest.”

Former BAe 146 Training Captain John Hoyte of Aerotoxic Association Ltd The Charity (2007) has been working with GCAQE since 2006; Swiss based Aerotoxic Team since 2011, EASA since 2020 and with many other international groups towards genuine free, open public debate of the known and now available solutions to be researched and then urgently implemented, on the balance of probability.

Captain Hoyte has also issued a formal STATEMENT dated 21 April 2020 inviting members of the public to recognise and support the work of the Aerotoxic Association and Charity, which is believed to be in the public interest.

John Hoyte may be contacted at for further evidence and serious media enquiries only.

21 April 2020

21 April 2020 – is any of the above – positive evidence & in the public interest to know?



To whom it may concern

Further to a formal discovery STATEMENT by John Grahame Hoyte, then of Harefield House, Fenny Compton, CV47 2YG on 22 May 2006.

The following evidence, gathered since 1944 is a small part of all global evidence concerning Aerotoxic Syndrome. Attention is drawn specifically to documented evidence from 21 April 2005 onwards, which is in the public domain and now offered as ‘positive evidence’ in order to call for timely help and support of the Aerotoxic Association Ltd.’s work for the public interest and good. 

John Hoyte still experiences health difficulties from the remains of an acquired Aerotoxic Syndrome brain injury caused by toxic fumes.

Published Dutch statistics show around 1,000,000 frequent flyers & aircrew in Europe alone with 135,000 in the UK may be experiencing Aerotoxic Syndrome. (Dr Mulder -The Netherlands 2017)

The population of Europe is 741.4 million.

Dr Mackenzie-Ross of UCL (University College London), who since 2003, has been carrying out extensive research studies of sheep-dip farmers, airline pilots, cabin crew and passengers has estimated that in 2004, 197,000 airline passengers in Britain alone could have been exposed to contaminated fumes.

The UK based Aerotoxic Association Ltd – The Charity was founded on 19 March 2007 focuses on public Health & Safety, freedom of speech and of public law, all in the public interest.

Please read and watch some of the background evidence later which shows some of the work of John Hoyte and the Aerotoxic Association (The Charity) and which has been debated openly in Public, in the UK Parliament and featured by the international media since 21 April 2005, a few months before John Hoyte suddenly stopped all BAe 146 flying on 30 June 2005:

UK Company Number 6168333 (Company Limited by Guarantee and not having a share capital)


  1. The Charity’s object’s (the Objects) are:-
  2. To earn recognition of a condition that affects pilots, cabin crew, and passengers who have been exposed to toxins found in pressurised cabin air, which originates from jet engine oil (Organic phosphate poisoning) dispersed through the air filter system of the aircraft;
  3. To establish a generic term as “Aerotoxic Syndrome”;
  4. To advance the education of the public and promote awareness of Aerotoxic Syndrome;
  5. The relief of sufferers of Aerotoxic Syndrome and their families by the provision of such advice, information and support as would relieve their need;
  6. To promote research into the causes, prevention, treatment and cure of Aerotoxic Syndrome and the dissemination of the knowledge thereby acquired; and
  7. To provide a forum for fellow sufferers to exchange information in an effort to improve individuals health.

    Continue reading The Charity Memorandum/Objects


Evidence from 21 April 2005:

  1. BALPA (British Airline Pilot Association) Cabin Air conference, London. 21 April 2005 – existence of a medical problem affecting passengers, cabin crew & pilots. &
  • December 2013 – watch ‘Toxic Flyer’ a 60 Minutes Australian expose of Aerotoxic Syndrome.
  1. ITN – British Independent TV News Joel Hills reported on Tuesday 21 April 2015 that Len McCluskey of Unite Union calls for ‘Public inquiry into aeroplane Cabin Air over ‘Fume event’ fears.
  1. A second Toxic Cabin Air debate at Westminster on 9 March 2016:
  1. ‘Aerotoxicity’ Lawyer Michael Rawlinson QC stated in public at the 11 annual Cabin Air conference, London on 20 September 2017: “I genuinely think we are at a tipping point…”
  1. John Hoyte of the Aerotoxic Association Ltd. Charity elected to present to the First Cabin Air workshop at EASA (European Union Aviation Safety Agency) Cologne HQ on 31 January 2020 for 1.5 million Euros for ‘Further Research’.
  1. Lawsuit against Boeing alleges ‘dirty little secret’ on flight: Contaminated air on 31 January 2020:
  1. Aerotoxic Syndrome was featured by the BBC in ‘File on 4’ on 25 February & 1 March 2020: – 25th February 2020BBC article 25 February 2020.
  1. Further evidence may be viewed here: Global Cabin Air Quality Executive which John Hoyte attended the first conference in September 2006:


Call to ACTION:

Please send a brief, e-mail public STATEMENT to Dr Sarah Mackenzie Ross of University College London (UCL) who is a consultant Clinical Neuropsychologist and expert in Aerotoxic Syndrome since around 2004 and recently collaborated with medical colleagues in The Netherlands and published two papers on Aerotoxic Syndrome in 2019 and John Hoyte of the Aerotoxic Association in 2020. and copy in your Member of Parliament or public representative using some or all of the following text:



With your FULL NAME and DATE.

Thank you.

John Hoyte

Chairman & Founder Aerotoxic Association
Former BAe 146 Training Captain & Aerotoxic Survivor

More evidence at  since 2007.

21 April 2020

A visible ‘Oil Fume Event’ flight 5 August 2019. The concentrations of poisons in the Cabin Air have not yet been published for open public debate.


Memorandum of Association of Aerotoxic Association Ltd. – “The Charity”

The UK based Aerotoxic Association Ltd. or “the Charity” was incorporated on 19th March 2007.

Company Limited by Guarantee and not having a share capital.

Company Number 6168333


  1.  The Company’s name is “AEROTOXIC ASSOCIATION”

(and in this document is called “the Charity”).

  • The Company’s registered office is to be in England and Wales.
  • The Charity’s object’s (the Objects) are:-
  1. To earn recognition of a condition that affects pilots, cabin crew, and passengers who have been exposed to toxins found in pressurised cabin air, which originates from jet engine oil (Organic phosphate poisoning) dispersed through the air filter system of the aircraft;
  2. To establish a generic term as “Aerotoxic Syndrome”;
  3. To advance the education of the public and promote awareness of Aerotoxic Syndrome;
  4. The relief of sufferers of Aerotoxic Syndrome and their families by the provision of such advice, information and support as would relieve their need;
  5. To promote research into the causes, prevention, treatment and cure of Aerotoxic Syndrome and the dissemination of the knowledge thereby acquired; and
  6. To provide a forum for fellow sufferers to exchange information in an effort to improve individuals health.
  7. In furtherance the objects but not otherwise the Charity may exercise the following powers:
  8. To draw, make, accept, endorse, discount, execute and issue promissory notes, bills, cheques and other instruments, and to operate bank accounts in the name of the Charity;
  9. To raise funds and to invite and receive contributions, provided that in raising funds the Charity will not undertake any substantial permanent trading activities and shall conform to any relevant statutory regulations;
  10. To acquire, alter, improve and (subject to such consents as may be required by law) to charge or otherwise dispose of property;
  11. Subject to clause (5) below to employ such staff, who shall not be directors of the charity (hereinafter referred to as the trustees), as are necessary for the proper pursuit of the Objects and to make all reasonable and necessary provision for the payment of pensions and superannuation to staff and their dependents;
  12. To establish or support any charitable trusts, associations or institutions formed for all or any of the Objects;
  13. To cooperate with other charities, voluntary bodies and statutory authorities operating in furtherance of the Objects or similar charitable purposes and to exchange information and advice with them;
  14. To pay out of funds of the Charity the costs and expenses of incidental to the formation and registration of the Charity;
  15. To do all such lawful things as necessary for the achievement of the Objects;
  16. The income and property of the Charity shall be applied solely towards thee promotion of it’s Objects and no part shall be paid or transferred, directly or indirectly, by way of dividend, bonus or otherwise by way of profit, to members of the Charity, and no trustee shall be appointed to any office of the Charity paid by the salary or fees or receive any renumeration or other benefit in money or money’s worth from the Charity; Provided that nothing in this document shall prevent any payment in good faith by the Charity.
  17. Of the usual professional charges for business done by any trustee who is a solicitor, accountant or other person engaged in a professional capacity on its behalf: Provided that at no time shall a majority of the trustees benefit under this provision and that a trustee shall withdraw from any meeting at which his or her appointment or renumeration, or that of his or her partner, is under discussion;
  18. Of reasonable and proper remuneration for any services rendered to the Charity by any member, officer or servant of the Charity who is not a trustee;
  19. Of interest on money lent by any member of the Charity or trustee at a reasonable and proper rate per annum not exceeding 2 per cent less than the published base rate of a clearing bank to be selected by the trustees.
  20. Of fees, renumeration or other benefit in money or money’s worth to any company of which a trustee may also be a member holding not more than 1/100th part of the issued capital of that company;
  21. Of reasonable and proper rent for premises demised or let by any member of the Company or a trustee;
  22. To any trustee of reasonable out of pocket expenses.
  23. The liability of the members is limited.
  24. Every member  of the Charity undertakes to contribute such amount as may be required (not exceeding £10) to the Charity’s assets if it should eb wound up while he is a member, or within one year after he or she ceases to be a member, and of the costs, charges and expenses of winding up, and for the adjustment of the rights of the contributories among them.
  25. If the Charity is wound up or dissolved and after all its debts and liabilities have been satisfied there remains any property it shall not be paid or distributed among the members of the Charity, but shall be given or transferred to some other charity or charities having objects similar to the Objects which prohibits the distribution  of its or their income and property to an extent at least as great as is imposed on the Charity by clause 5 above, chosen by the members of the Charity at or before the time of dissolution and if that cannot be done then to some other charitable object.

I, the person whose name and address is written below, wish to be formed into a company under this memorandum of association.



Graham Stephens
16 Churchill Way.
South Glamorgan
CF10 2DX

Dated this day of 16/3/2007


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